A good year for shipping

led to favourable results


CONDITIONS in the shipping business

remain robust, as reflected clearly

in the results reported by the

Swedish Maritime Administration.

Operating earnings for 2005 totalled

SEK 140 million, with which we are

very satisfied, of course. SEK 60 million

was allocated to the profit equalisation

reserve, which thus amounts

to SEK 400 million. We view half of

this amount as the reserve required to

cope with troublesome ice winters,

which we are certain will arise although

we never quite know when.

At the time of writing, we have had a

relatively mild winter in the north in

January and February, although we

have noticed very heavy ice formation

during March, which will require

substantial resources. To satisfy

the needs of shipping, we must have

the potential to adjust resources to

meet reality, which entails major variations

from one winter to the next.

AHEAD OF US we also see a major investment

requirement in fairways.

The number of vessel calls is tending

to decline, despite rising freight volumes.

This is because shipping is using

larger vessels with higher freight

capacity and, in turn, this trend –

which has emerged over a number of

years – requires larger fairways. Investments

in fairways are needed to

satisfy accessibility requirements,

along with a high level of safety. Given

the funds that we now have in the

profit equalization reserve, there is

potential to conduct certain fairway

improvements in co-operation with

other stakeholders.

Costs are also rising sharply for

maritime search and rescue helicopters,

as the Swedish Defence

Forces cannot provide the requisite

contingency levels following the latest

Government decision on defence

spending. During the year, civil helicopters

were procured to ensure the

necessary capacity.

COMMISSIONED by the governement

a special investigator is working with

the question of establishing a single

joint inspectorate for oll forms of

traffic as an alternative to the current

order. The report is scheduled for

completion at year-end. During the

year, efforts aimed at moving towards

a 24-hour agency continued to make

progress, particularly with the introduction

of the new Internet-based

system for the payment of fairway

dues and pilot ordering.

I anticipate a positive trend for

shipping in the year ahead, along

with a number of challenges.




The Swedish Maritime Administration’s

❯❯ The Swedish Maritime Administration

is a central administrative authority

with responsibility for the

shipping sector. Operations are conducted

in the form of a government

agency. According to the Government’s

instructions, operations are to

focus on merchant shipping, but

should also take into account the interests

of recreational boating, fishing

and the Swedish Navy. The Swedish

Maritime Administration is to promote

the fulfilment of transport policy

objectives in the maritime area in

a cost-effective manner. Operations

are financed primarily through dues

paid by merchant shipping.

Organisationally, the headquarters

and central management of the

Swedish Maritime Administration are

in Norrköping, and the agency also

has a regional organisation of seven

maritime traffic areas and a central

maritime search and rescue centre in

Gothenburg. The Maritime Safety

Inspectorate, which is an independent

unit in terms of responsibilities,

is headquartered in Norrköping and

is in charge of three regional inspection

areas. Operational activities are

divided up into two departments; the

Fairways Department, which is responsible

for the implementation of

approved infrastructure programmes

for fairways, icebreaking and hydrographic

information; and the Maritime

Traffic Department, which supervises

and co-ordinates operations

of the maritime traffic areas as regards

pilotage, maritime traffic information

and maritime search and rescue

services. The chart below shows

the organisational structure.

The Swedish Maritime Administration’s

primary task is to provide

favourable conditions for shipping in

Sweden and for Swedish shipping.

This includes:

● Supervising maritime safety and assuming

responsibility for the co-ordination

of traffic safety in shipping.

● Assuming responsibility for infrastructure

services for shipping in the

The Board of Directors of the Swedish Maritime Administration at a meeting at its

headquarters in Norrköping. Front row, from left: Rolf Johannesson, Solgerd Björn-Rasmussen,

Elisabeth Nilsson, Anitha Bondestam and Elizabeth Nyström.

Back row, from left: Lars Vieweg (Secretary), Göte Karlsson, Tapani Hoffrén, Claes-

Göran Brandin, Jörgen Andersson (Chairman), Jan-Olof Selén, Johan Bagge and Karin

Jeppsson. Missing from the photo is Jan-Evert Rådhström.


form of fairways, icebreaking, hydrogeographical

information, maritime

traffic information and pilotage,

● Taking charge of maritime search

and rescue operations.

● Promoting safety onboard Swedish

vessels, irrespective of the waters

they navigate, and checking foreign

vessels in Swedish ports.

● Maintaining the competitiveness of

the Swedish shipping industry.

Governance of the

Swedish Maritime


The Swedish Maritime Administration’s

Board is appointed by the Government

and is responsible for the

Administration’s operations. The Director-General

is responsible for dayto-day

operations in line with the

guidelines and decisions of the Board.

The Director-General and the various

department managers make up

the Swedish Maritime Administration’s

Executive Management, which is

a consultative and co-ordinating body

with responsibility for issues of key

strategic significance for operations.

Board of Directors

The Board of the Swedish Maritime

Administration is chaired by Jörgen

Andersson, who was a municipal

commissioner in Halmstad for 15

years, and also a member of the

Swedish Government for four years,

serving as minister in the departments

of housing, energy and interior.

In addition to the Chairman, the

Board consists of nine members and

three employee representatives.

organisation and primary tasks


Traffic Areas

Vänern TA

Bay of Bothnia TA

Sea of Bothnia TA


Mälaren TA

West Coast TA


Head office

South Coast TA

East Coast TA

The Swedish Maritime Administration’s


The Board’s

work procedures

The work of the Board has been pursued

in line with the established work

procedures governing the division of

responsibility between the Board and

Director-General. The Board held

four ordinary meetings in 2005. In

these meetings, the Board dealt with

decisions regarding the annual report

and interim reports, the three-year

plan and the budget.

During the year, the Board was in-


Director General

Head office in Norrköping

Maritime Policy and Public Affairs

Transport Policy, Infrastructure,

Maritime Search and Rescue and

Contingency Management,

International Projects



Controller, Accounting

Fairway Department

Hydrographics, Fairways

Operations and Maintenance,


Ship Management

Maritime Traffic Department

Maritime Safety Inspectorate

Survey and Inspection,

Ship Operative, Ship Technical,

Maritime Accident Investigation,

Quality, Regulations, Ship Traffic

Administrative Services

Human Resources, Legal Affairs,

Information, IT, Purchases

formed of the scope and direction of

IT issues, and of the results of the

recreational boating survey conducted

in 2004. Other points reported and

discussed were alternatives for the upgrading

of Södertälje Canal, the future

operation of Faltsterbo Canal and fairway

improvements for Malmö oil

port. Discussions also covered the

Government’s commission for the

Swedish Maritime Administration in

the area of search and rescue helicopters

and the procurement of a civil

operator, assessment of the implementation

of the Lake Vänern agreement

Inspectorate Areas

Stockholm IA

Gothenburg IA

Malmö IA

Head office

and the co-operation programme initiated

with the Chalmers Institute of

Technology concerning how various

support systems and external conditions

may affect maritime safety at

and availability of Swedish ports. The

Board conducted a study visit to

Moscow during the autumn, where it

met the Russian Transport Ministry

and Maritime Administration to exchange

information. In November, the

Board and executive management held

a seminar to discuss the direction of

the budget for 2006 and the three-year

plan for the period 2007–2009. ❮❮


Administration report

Shipping market

Maritime transport

Sweden’s geographic position and its

considerable dependence on foreign

trade give shipping a dominant role

in the Swedish transport system. Cargo

vessels or ferries convey more than

90% of all exports and imports.

Seaborne freight volumes in foreign

trade amounted to 152 (147) million

tonnes in 2005. Of this total freight

volume, cargo vessels carried the

largest portion, that is, about 116

(114) million tonnes. Ferry traffic –

passenger and rail ferries – transported

some 36 (33) million tonnes of

freight in and out of Sweden in 2005.

The number of seaborne passengers

arriving in Sweden totalled 14.3

(13.9) million and the number of

passengers travelling within Sweden

amounted to 1.4 (1.4) million. Shipping

is also of major significance for

domestic transport. In terms of

tonnes/km, maritime transport accounts

for almost 40% of the total

domestic transport volume. Overall,

Swedish ports reported a turnover of

about 163 (157) million tonnes of

chargeable seaborne goods in 2005,

an increase of about 4% from 2004.

2001 was the first year in many that

maritime transport and freight

turnover at Swedish ports fell, with a

decline of about 4%. During 2002

and 2004, freight volumes again advanced.

Following a rather flat trend

in 2004, the increase added momentum

in 2005, with chargeable goods

volumes about 7% higher than the

peak year of 2000 in the preceding

boom period. Since the levelling out

Goods volumes and calls 2001–2005

of the business cycle in 2001 in terms

of maritime activity, freight volumes

have risen by 12%, or an average of

3% annually. Since 2003, freight volumes

have climbed to new highs each


During 2005, imports were the primary

factor driving freight volumes.

Exports rose 2% and imports 4%.

Since 2002, goods exports have accounted

for 45% of foreign freight


A trend analysis in terms of freight

types reveals that oil products and

other-than-low-value goods accounted

for the increase in chargeable


The above freight data do not include

forest products arriving from

storm-hit areas in southern Sweden.

In February 2005, the Swedish Gov-



Cargo vessels

2004 2003 2002 2001

Foreign goods 116,085 113,822 111,161 108,115 109,009

Of which, loaded goods 50,979 50,689 48,455 46,715 47,731

Of which, unloaded goods 65,106 63,133 62,706 61,400 61,278

Domestic loaded goods 9,987 9,148 9,744 9,585 9,682

Total cargo vessels 126,072 122,970 120,905 117,700 118,691

Passenger vessels and rail ferries

Foreign goods 36,177 33,299 31,371 29,197 26,184

Of which, loaded goods 17,873 16,561 15,820 14,741 13,546

Of which, unloaded goods 18,304 16,738 15,551 14,456 12,638

Domestic loaded goods

Total passenger vessels

823 825 854 778 613

and rail ferries 37,000 34,124 32,225 29,975 26,797

Total foreign goods 152,262 147,121 142,532 137,312 135,193

Total domestic loaded goods 10,810 9,973 10,598 10,363 10,295

Goods, total 163,072 157,094 153,130 147,675 145,488


Cargo vessels 29,741 28,893 32,837 31,463 36,980

Passenger vessels and rail ferries 92,784 85,145 86,437 85,877 80,468

* The distribution of the number of calls among freight vessels, passenger vessels and ferries in 2004 has been adjusted. The adjustment of the number of calls by various

types of vessels pertains to the South Coast, refer to the table on page 8.


Goods volumes






























Low-value goods

Sea of


Forest products

Sea of


Oil products

Sea of


Cars and caravans

Sea of


Other than low-value goods

Sea of


Total, all types of goods

Sea of


Goods volumes by maritime

traffic area, 1,000 tonnes

Bay of Bothnia Stockholm/

Lake Mälaren

Bay of Bothnia Stockholm/

Lake Mälaren

Bay of Bothnia Stockholm/

Lake Mälaren

Bay of Bothnia Stockholm/

Lake Mälaren

Bay of Bothnia Stockholm/

Lake Mälaren

Bay of Bothnia Stockholm/

Lake Mälaren

2001 2002 2003 2004 2005

East Coast South Coast Lake Vänern West Coast

East Coast South Coast Lake Vänern West Coast

East Coast South Coast Lake Vänern West Coast

East Coast South Coast Lake Vänern West Coast

East Coast South Coast Lake Vänern West Coast

East Coast South Coast Lake Vänern West Coast

Graphic presentation: TOMAS ÖHRLING/INFO


Loaded foreign goods Unloaded foreign gods Loaded domestic goods Total

2005 2004 2005 2004 2005 2004 2005 2004

Oil products 13,766 13,494 31,407 28,446 3,944 3,830 49,117 45,770

Forest products 10,195 9,819 9,374 10,058 327 361 19,896 20,238

Other non-low value goods 34,942 34,368 38,827 37,306 3,804 3,211 77,573 74,885

Low-value goods 7,948 7,542 1,430 1,654 2,455 2,270 11,833 11,466

Cars and caravans 2,000 2,027 2,373 2,407 280 301 4,653 4,735

Total 68,851 67,250 83,411 79,871 10,810 9,973 163,072 157,094

ernment decided to remove the

freight-based charge during the period

March 2005 till December 2006

for vessels carrying these products.

During the year, 3.7 million tonnes

were transported from Swedish ports.

About 2 million tonnes were exported

and the remainder was conveyed

to other Swedish ports.

The number of calls by vessels rose

almost 7% from 2004. Passenger

ships/rail ferries represented the dominant

types of vessels. Cargo vessels

accounted for 24% of the number of

calls in 2005. In 2000, the corresponding

figure was 36%. As opposed

to previous years, the amount

of freight per call did not increase in

2005. However, since 1999, freight

per call has rise by more than 30%.

The number of calls in 2005 increased

in all maritime areas, except

for Stockholm/Mälaren and the Sea

of Bothnia, but even there the decrease

was small. The major increases

were primarily on the East and South

coasts (16% and 10%, respectively).

In the case of the East Coast, the outward

movement of storm timber,


Chargeable goods volumes by type of goods, 1,000 tonnes

Cargo vessels Passenger vessels

and rail ferries


2005 2004 2005 2004 2005 2004

Bay of Bothnia 2,844 2,779 713 562 3,557 3,341

Sea of Bothnia


3,097 3,149 23 3,120 3,149

Lake Mälaren 3,185 4,010 10,312 9,921 13,497 13,931

East Coast 4,552 3,434 2,661 2,769 7,213 6,203

*South Coast 5,223 5,203 73,461 66,142 78,684 71,345

Lake Vänern 1,201 1,195 1,201 1,195

West Coast 9,639 9,123 5,614 5,751 15,253 14,874

Total 29,741 28,893 92,784 85,145 122,525 114,038

combined with good economic conditions,

had an impact. On the South

Coast, the increase in ferry traffic

raised the number of calls.

The volume of goods transported

increased in all maritime traffic areas

except the Sea of Bothnia, and Lake

Vänern to a lesser extent. The

sharpest increase was noted on the

East Coast, up 27% from 2004. Nevertheless,

the West Coast continues to

account for 40% of the chargeable

goods, with freight volumes in 2005

essentially unchanged.


Number of calls by maritime traffic

* Refer to the note on page 6.

Chargeable goods volumes exc. cars and caravans, distributed by maritime traffic area, 1,000 tonnes

Loaded foreign goods Unloaded foreign goods Loaded domestic gods Total

2005 2004 2005 2004 2005 2004 2005 2004

Bay of Bothnia 7,388 6,786 6,442 6,206 1,962 1,750 15,792 14,742

Sea of Bothnia 3,583 3,973 5,880 6,006 158 131 9,621 10,110

Stockholm-Lake Mälaren 4,701 4,801 9,661 9,238 921 923 15,283 14,962

East Coast 8,369 6,726 6,030 4,972 2,997 2,013 17,396 13,711

South Coast 16,479 16,294 18,456 17,235 427 737 35,362 34,266

Lake Vänern 856 820 1,477 1,587 19 85 2,352 2,492

West Coast 25,476 25,822 33,091 32,220 4,046 4,034 62,613 62,076

Summa 66,852 65,222 81,037 77,464 10,530 9,673 158,419 152,359

Swedish Maritime



❯❯ In a bid to analyse its various activities,

the Swedish Maritime Administration

has compiled income

statements for its operations. The basis

for distribution is that resource

utilisation is charged as fairly as possible

to the appropriate operation. All

items involving administration are

broken out and reported under “Joint

functions”. Administrative items are

subsequently allocated via standard

amounts as indirect items among the

various operations. The standard

amounts are primarily based on each

operation’s payroll costs. Fairway

dues, which finance most of the Administration’s

operations, have not

been distributed.

During 2005, the Swedish Maritime

Administration established new

standard amounts for the distribution

of the indirect items among operations.

The basis for the standard

amounts is the work time that each

organisational unit is estimated to expend

on administrative tasks on behalf

of the various operations. The

calculations proceed on the basis of

the resource distribution that each

unit manager makes in connection

with the budget process, supplement-

ed with more specific calculations of

the expended work time for central

administration. In the income statement

for each operation, indirect

items for the preceding year are restated

using the new standard amounts.

The Government’s letter of appropriation

states that the Swedish Maritime

Administration’s aggregate income

and costs are to be reported in

the operational areas of production,

and sector and agency activities. The

Administration has defined the agency’s

tasks as being distributed among

the operations below, where production

operations refer to components

under the headings Infrastructure

and Maritime Traffic:

1) Infrastructure

● Fairways

● Icebreaking

● Hydrogeographic information

2) Maritime traffic

● Maritime traffic information

● Pilotage

● Maritime search and rescue

3) Maritime Safety Inspectorate

4) Sector and agency tasks, excluding

the Maritime Safety Inspectorate

5) Joint functions ❮❮





On the basis of the transport policy

objectives, the Swedish Maritime

Administration must continually adjust

the fairways system to changing

traffic patterns, nautical requirements

and technical progress. In addition,

effective maintenance must

be conducted on existing markings;

while fairway inspections and the

requisite measures – such as dredging

– must be undertaken to maintain

fairway dimensions.

Hydrographic surveys in Swedish

waters and fairway action programmes

should give priority to the

key coastal lanes for merchant shipping

and fairways leading to the

TEN-A ports in the strategic port regions

and those included in the special

route system in line with the

HELCOM declaration of 2001. These

activities are carried out in accordance

with the internationally

agreed standard, IHO S-44.

Types of fairways

Distance in nautical

miles (approx)

Coastal fairways 1,740

Archipelago fairways 4,290

Inland lakes and Göta Älv river 302

Total 6,332


Fairways in Sweden

Income statement fairways, SEK 000s

Classified fairways

Category 1 super



Category 1 111

Category 2 111

Category 3 523

Total 778

Aids to Navigation

Target fulfilment/fairways

31 Dec. 2005

in Sweden Number

Target Outcome Lighthouses 1,109

2005 2005 Racons (radar beacons) 86

Number of accidents

Buoys 479

or incidents due to

Spar buoys 4,217

fairway conditions 0 0 Mooring posts 75

DGPS availability 99.80% 99.95% Permanent large sea masts 856

Lighthouse inspections 300 488 Wind/water level gauges 36

Supervisory activities 1,200 1,329 Reference stations for DGPS 10

Operating income Result 2004 Result 2005 Budget 2006

Allocation 86,624 83,105 86,520

Other external income 32,862 27,769 21,899

Total operating income 119,486 110,874 108,419

Direct operating costs

Personnel costs -103,489 -106,937 -102,987

Other external costs -100,341 -108,811 -114,846

Depreciation -37,930 -46,689 -44,189

Total direct operating costs -241,760 -262,437 -262,022

Result before indirect operating items -122,274 -151,563 -153,603

Indirect operating income 4,283 3,454 3,637

Indirect operating costs -43,648 -47,762 -54,510

Operating result -161,639 -195,871 -204,476

Indirect items for the previous year have been restated in line with the new standard

method. In 2005, the Government decided to redistribute part of the allocation to

other agencies. A decline in assignments on behalf of the Swedish Defence Forces

had an adverse impact on revenue. Higher depreciation expenses pertain to investments

in the fairways to Gothenburg port, which were completed in 2004.

Helcom (33,548km 2 )

Trunk fairways

Safe sea lanes

(56,154 km 2 )

More than 11% of Swedish

navigational waters (total:

160,000 km 2 ) have been surveyed

in line with the IHO S-

44 international standard. Of

these, a little less than 30% of

the priority navigational lanes

– the Safe Seaways – have

been surveyed



Copenhagen/Malmö Port AB and the Swedish Maritime Administration have completed a feasibility study of fairway improvements

at Malmö Oil Port.

Fairway planning

❯❯ The fairway past Värmdö Garpen

in the Stockholm archipelago has been

upgraded. As a result of dredging

work, the fairway has been upgraded

to a lane depth of 9 metres, permitting

traffic to be separated. Marking of the

fairway is planned for January 2006

and inauguration of the fairway section

is scheduled for early May.

During the year, work involved in

the environmental impact assessment

of the Horsstensleden fairway in the

Stockholm archipelago continued.

Copenhagen/Malmö Port AB and the

Swedish Maritime Administration

concluded a feasibility study involving

fairway improvements for Malmö Oil

Port. The joint fairway project started

by the Swedish Maritime Administration

and Norrköping Port in 2004

progressed in the form of a cost-benefit

study, which represented the primary

content of the project during

the year. Furthermore, a survey was

conducted for a fairway project by the

Swedish Maritime Administration in

co-operation with Gävle Hamn AB

involving the broadening and deepening

of the approach channel to the

port. A cost-benefit study has been

conducted and an environmental assessment

is in progress. Hydrographic

studies have been conducted and proposals

for extending the channel have

been drawn up. In addition to these

major projects, the Swedish Maritime

Administration acted as advisor in a

number of smaller projects during the

year. Among other things, project engineering

work for improvements in

Västervik port was conducted as well

as a number of measures in the fairway

to Stora Vika.

Various activities were pursued as

part of efforts to reclassify and analyse

the fairway network in general. A

major combined project was conducted

in the northern section of the

Sea of Bothnia maritime area, with

the overhaul of a number of ports,

berths and fairways to quays. Preparations

have been made ahead of the

second phase of the classification programme.

A number of fairways will

be downgraded. The aim is to reduce

the number of fairways and conduct

a comprehensive review of responsibility

for costs.

Fairway maintenance

DGPS coverage (reference stations

determining GPS corrections) have

been improved and duplicate coverage

has been achieved in Lake

Mälaren by raising output from the

Skutskär station. Duplicate coverage

has been attained in Norra Bohuslän

province by replacing the antenna

system at Skagens DGPS station. To

provide duplicate coverage in Lake

Vänern a decision was made to erect

a new DGPS station on the lake’s

eastern shore during 2006.

The lighthouse function was refurbished

in 73 lighthouses in an effort

to extend the technical service interval

to one year. Renovation work was

conducted on 54 lighthouses following

shortcomings noted during inspections.

Structural maintenance



was conducted at 105 lighthouses.

More extensive structural measures

were conducted in the case of four

large lighthouses. As part of efforts to

enhance safety at large lighthouses,

alarm transmitters were installed to

deal with contingencies arising from

network outage, and this project will

continue in 2007.

The “Gudrun” storm during the

winter wrecked the shoreline at Tärnudden

on the island of Gotska

Sandön. Two-thirds of the shore disappeared,

along with the land base

for the underwater cable supplying

power to the island. Due to the exposed

location, deep-hole drilling will

be conducted in 2006 to protect the

cable and its future functioning.

Measures have been taken to control

the quality of data from wind

and water level gauging activities.

Among other actions, the number of

stations along Lake Mälaren was doubled

and new stations were built in

Karlshamn, Kalmarsund and Brofjorden.

Detailed project engineering for

canal locks and a reserve port along

the Södertälje canal was conducted

during the year. Work involved in the

first stage of strengthening the dam

at Lilla Edet commenced and is

scheduled for completion in spring

2006. Project engineering for the second

stage has commenced, and is

planned to start up at mid-year 2006

and be completed during 2007.

During the year, the Arkö Båk beacon

was transferred to the association

known as Arkö Båks Vänner (Friends

of Arkö Båk). In addition, the Vattenholmen

buoy storage facility in

the municipality of Tanum was transferred

to the National Swedish Property

Board. The machinery building

at Brämön, including external installations

was decommissioned and will

be transferred to the National

Swedish Property Board. The Decca

facility at Fårösund with the station

building and master transmitter unit

at Ar on the island of Gotland were


Not only did the “Gudrun” storm in January 2005 have catastrophic results for forest

owners – it also wrecked the shoreline at Tärnudden on the Gotska Sandön island.

Two-thirds of the shoreline was swept away and with it the marine cable supplying

power to the island. A long-hole drilling project was conducted in 2006 to secure the

cable and its function for the future.

demolished and the land will be

transferred to the Swedish EPA.

During 2005, hydrographic surveys

were conducted in the priority fairways

and lanes for merchant shipping,

and included three fairways to

Halmstad and Karlskrona. In addition,

hydrographic surveys were conducted

in Bornholmsgattet in connection

with the planned separation

of traffic. Surveys were also conducted

in the Åland Sea and the Flintrännan

fairway in Öresund.

A total of some 1,900 m 2 was surveyed

during the year, which was less

than planned. The underlying reason

was that the survey vessel, Ale, was

affected by the malfunctioning of its

multi-beam echo-sounder. One malfunction

was so serious that the

equipment had to be replaced, which

in turn meant that Ale could not

conduct any surveying from October

to the end of the year. During this

period, personnel from Ale conducted

surveys using smaller vessels.

Bar-sweeping assignments were

conducted during the year along the

Lake Mälaren fairways and Stora

Vika. At the end of the year, barsweeping

surveys for verification purposes

were carried out following

dredging in the Värmdö Garpen fairway.

During 2005, external players

reported 23 hydrographic projects of

varying extent to the Swedish Maritime

Administration, representing

an increase of about 60%. To reduce

the processing time for the compiled

depth data, a new computation system

was installed during the year onboard

the hydrographic vessels and at

the head office. ❮❮

The Pater Noster lighthouse, which is currently being renovated, will be return to its location

in 2007.





Icebreaking operations are led by

the Icebreaking Management Unit of

the Swedish Maritime Administration,

which is located in Gothenburg.

This organisation allocates icebreakers

to work areas, issues traffic restrictions,

monitors operational conditions

and informs maritime stakeholders

of the ice and traffic

situation. By means of efficient and

effective icebreaking operations, the

Administration ensures smoothly

functioning winter shipping. The

Agency owns four ocean-going icebreakers

and a small icebreaker for

use on Lake Vänern. During the winter

period, January-March, an additional

three icebreaking vessels are

available when required via a longterm

contract with B & N Viking Icebreaking

& Offshore AS.


❯❯ The 2005 icebreaking season started

late and was also short. Nonetheless,

sea ice reached all the way down to the

Åland Sea and, in terms of icebreaking,

the winter may be categorised as normal.

All of the agency’s five icebreakers

and the fairway vessel Baltica were

involved in assistance operations.

Chartered tugboats were used primarily

on Vänern and on a few occasions

in the Bay of Bothnia and Sea of Bothnia.

None of the Viking icebreakers

were chartered in during the winter.

Satellite-beamed ice data minimised

the need for ice surveillance

using helicopters, which were used

only at the end of the season when

satellite photos were difficult to interpret

due to wet ice.

A total of 568 vessels (642) were assisted,

of which 12 (21) were towed.



Income statement, icebreaking, SEK 000s

Operating income


Result 2004 Result 2005 Budget 2006

Other external income 18,826 31,653 5,000

Total operating income 18,826 31,653 5,000

Direct operating costs

Personnel costs -3,162 -2,550 -2,737

Other external costs -172,468 -161,721 -165,181

Depreciation -22,824 -23,403 -24,229

Total direct operating costs -198,454 -187,674 -192,147

Result before indirect operating items -179,628 -156,021 -187,147

Indirect operating income 204 164 173

Indirect operating costs -2,078 -2,274 -2,596

Operating result -181,502 -158,131 -189,570

Indirect items for the previous year have been restated in line with the new standard

method. The increase in income for the year pertains to the leasing out of the Oden

icebreaker to the Polar Research Institute for a three-month expedition. The reduction

in costs is due to smaller icebreaker crews than in the past.

The average waiting time for icebreaker

assistance during the season

was 1 hour and 52 minutes (3 hours

and 18 minutes).

International co-operation

Estonia had no need to charter

Swedish icebreakers pursuant to the

current contract. At year-end 2005,

the Swedish Maritime Administration

signed an agreement with the Finnish

shipping board, Finstaship, which

will charter a Swedish icebreaker during

future ice winters.

Co-operation in the Baltic Icebreaking

Management (BIM) arrangement

continued to progress.

The Swedish Maritime Administration,

which will chair the organisa-

tion through 2006, was active in developing

co-operation in icebreaking

activities in the Baltic Sea.

Using contributions from the EU’s

TEN-T budget, at the end of 2005

BIM commenced the development of

a joint website dealing with icebreaking

in the Baltic Sea (

The first page featuring a joint ice

chart and information to facilitate

contact with the icebreaking management

units in the Baltic countries is

already available. Furthermore, electronic

training materials for winter

shipping and the special maritime

conditions in the Baltic Sea during

winter are being prepared. The project

is part of long-term cooperative

efforts among Baltic countries aimed

at bolstering the efficiency of winter

shipping in the Baltic Sea. ❮❮

Operations of State icebreakers








98/99 00/01 02/03 04/05

Days in operation Assistance to ships

Icebreaker assistance

Number of calls requiring icebreaker

assistance, distributed by port

Karlsborg 4

Luleå 106

Haraholmen/Piteå 60

Skelleftehamn 56

Holmsund 54

Rundvik 8

Husum 13

Örnsköldsvik 3

Härnösand/Ångermanälven 3

Sundsvall 8

Iggesund 8

Norrsundet 10

Gävle 67

Vänerhamn 34

Total 434

The past icebreaking season was brief.

Chartered tugboats were used mainly on

Lake Vänern.



�Hydrogeographic information


The primary task of hydrogeographic

information is to describe the fairways

in the maritime system. This is

done through the distribution of

navigational charts and nautical publications

as a means of attaining the

objective of high transport quality

and safe shipping. Hydrogeographic

information is also being increasingly

used as the foundation for various

GIS applications, such as in connection

with physical planning and environmental



Income statement, hydrogeographic information, SEK 000s

Operating income


Result 2004 Result 2005 Budget 2006

Other external income 24,139 24,922 27,150

Total operating income 24,139 24,922 27,150

Direct operating costs

Personnel costs -24,204 -25,874 -26,951

Other external costs -13,072 -25,148 -19,112

Depreciation -710 -2,434 -3,590

Total direct operating costs -37,986 -53,456 -49,653

Result before indirect operating items -13,847 -28,534 -22,503

Indirect operating income 1,428 1,151 1,212

Indirect operating costs -14,549 -15,921 -18,170

Operating result -26,968 -43,304 -39,461

Indirect items for the previous year have been restated in line with the new standard

method. The cost increase during the year is primarily attributable to the HIS computer

system (Hydrographic Information System). Expenses previously treated as investments

were charged to earnings, as the system was scrapped before it was commissioned.

All the Swedish Maritime Administration’s nautical charts are available as Electronic Navigation Charts. The photo shows a number of

employees at the Swedish Maritime Administration’s nautical chart unit, which has converted the paper charts to electronic form.

From left: Catrin Karlsson, Anna Weidensten, Christina Nordström Håkansson, Hans Engberg och Ewa Jonsson. Missing from the photo

is Norbert Grinne, Hans-Åke Pettersson and Charles Aghammar.

�Hydrogeographic information


❯❯ Nowadays, all compiled depth

data are stored in a depth database

(DIS). The addition of older, digitally

compiled depth information has been

conducted over a number of years

and was completed during the year.

This means that all digitally compiled

depth data from 1982 onwards, as

well as all analog bar-sweeping information

is now stored in DIS. The

task remains of supplementing DIS

with a large amount of older depth

data in the archives.

To cope with this, during the years

a special project was conducted to develop

workflows and work methods

in an effort to get all depth data

stored in a modern database.

The software making up the link

between DIS and the navigational

chart database was further developed

during the year. A total of 1,347 updates

were made in the navigational

chart database during 2005. Co-operation

with Lantmäteriet (Swedish

Land Survey) continued in respect of

a database containing a joint national

shoreline (NSL). During 2005, these

efforts involved the Trollhätte Canal

and Gothenburg Port.

The navigational chart database

serves as a source for electronic nautical

charts (ENC) as well as paperbased

charts. ENCs are supplied in

what are referred to as navigational

chart cells, whose size depends on the

scale area. During the year, 148 new

cells were produced, which means

that all Swedish navigational waters,

with the exception of a few canals,

are now covered. A total of 527 cells

were delivered to Primar in Norway

(which is operated by the Norwegian

Navigational Chart Administration)

for further distribution to shipping.

The sale of ENC rose during the year

by 143% and the number of vessels

with Swedish ENC is about 300. The

Where is the coastline? A co-operative project with Lantmäteriet (National Land Survey)

for the development of a database charting the coastline nationwide continued in


goal is that the approximately 2,700

vessels that call each year at Swedish

ports will in future have access to

ENC. The content of the navigational

chart database must be constantly

updated, and thus 580 updated navigational

chart cells were delivered to

Primar in 2005.

During the year, the navigational

chart database provided the basis for

the printing of 112 public navigational

charts as well as a recreational

boat port chart of the Northern West

Coast, Southern West Coast and

Lake Vänern. In addition, a number

of special products were produced.

Co-operation with Lantmäteriet has

led to the possibility of using the Internet

to order navigational charts using

Print on Demand (

Urgent information is sent to shipping

as a navigational warning via

VHF (voice) and NAVTEX (international

text messaging system). If the

information is of a less urgent nature,

it is circulated as a notice in the

Swedish Maritime Administration’s

Swedish Notices to Mariners journal

(Ufs). If the change is permanent, the

navigational chart database is updated,

and the alteration shown in the

subsequent reprint of the navigational

chart or as a correction in the


During the year, 425 Swedish navigational

warnings were transmitted

via VHF, of which 20% were sent via

NAVTEX. In its role as co-ordinator

in the Baltic Sea area, the Swedish

Maritime Administration received

706 foreign navigational warnings, of

which 70% were transmitted via

NAVTEX. About 700 notices were

issued as information for shipping in

the Swedish Notices to Mariners


In spring 2005, a new e-service was

commissioned in the form of a daily

publication of the Swedish Notices to

Mariners journal on the Swedish

Maritime Administration’s website.

During 2005, some 750 notices were

published on the website and in the

Ufs journal. ❮❮



�Maritime traffic information


Maritime traffic data is a key tool in

meeting the requirements for a high

level of maritime safety, increased

environmental protection, and efficiency

in the maritime transport system.

The primary task of maritime

traffic information or Vessel Traffic

Services (VTS) is to use information

and instructions to prevent near

misses, groundings, environmental

emissions and collisions.


Income statement, maritime traffic information, SEK 000s

Operating income


Result 2004 Result 2005 Budget 2006

Other external income 97 564 525

Total operating income 97 564 525

Direct operating costs

Personnel costs -26,872 -28,698 -35,098

Other external costs -6,112 -7,160 -9,077

Depreciation -1,410 -2,289 -2,633

Total direct operating costs -34,394 -38,147 -46,808

Result before indirect operating items -34,297 -37,583 -46,283

Indirect operating income 1,224 987 1,039

Indirect operating costs -12,471 -13,646 -15,574

Operating result -45,544 -50,242 -60,818

Indirect items for the previous year have been restated in line with the new standard

method. Depreciation during the year increased as a result of the commissioning of

investment projects on the West Coast.

Elisabeth Lewin works at VTS West Coast in Gothenburg. She is one of the operators who manage pilot ordering logistics for the

Marstrand area of responsibility.

�Maritime traffic information


❯❯ Efforts involved in focusing VTS

operations continued during the year.

The sub-goal of phasing out the VTS

central unit in Marstrand was

achieved. At the beginning of the year,

VTS West Coast was fully commissioned

and maritime traffic information

for the entire West Coast is now

managed from the new premises in

Gothenburg. The plan to replace all

part-time Gothenburg pilots and

Marstrand’s boatnt with full time

VTS-operators was completed in May.

Equipment has been procured for

the East Coast and installed in purpose-built

facilities in Södertälje.

During project engineering of the facilities

and workstations, considerable

attention was devoted to the work

environment. Function testing of the

equipment has been completed and

the training of operators for the new

equipment has commenced. The facility

is expected to be commissioned

in February 2006.

Preliminary design work for VTS

South Coast, located in Malmö, has

begun and a preliminary overall project

plan and project organisation

have been set up. Discussions were

held with the Danish maritime authorities

to identify areas in which

co-operation should and can be pursued

in monitoring the Öresund area.

Discussions were also held with

representatives of the Swedish Defence

Forces regarding accessible information,

as the future extension of

the radar-based maritime status information

is relevant for the utilisation

in the Swedish Maritime Administration’s

VTS central units. Continuing

discussions will primarily deal with

the area to be covered by VTS South


An extensive, multi-year skills enhancement

programme for 40 VTSoperators

commenced during March

On-screen information involves the integration

of data from radar and the AIS

network. The filtering out of shore-based

radar information results in a very clear


The new VTS East Coast is located in


under the supervision of the Kalmar

Maritime Academy. The study pace is

25% of full-time studies and is scheduled

for a number of weeks each year

at the Academy, combined with distance


A certified training course for VTSoperators,

based on international recommendations,

continued during the

year at Arkö, using both in-house

and externally sourced instructors. 20

operators were given the opportunity

to undergo a two-week basic course

and 12 operators were offered a continuation

course with a one-week

simulator training period under international


The Swedish Maritime Administration’s

network of shore-based AIS stations,

in accordance with international

regulations, covers Sweden’s coasts

and the so-called A1 area in which

VHF coverage from shore is technically

possible. AIS information from

The VTS East Coast, based in Södertälje,

will be in charge of traffic monitoring

and the management of pilotage operations

from Östhammar in the north to

Valdemarsvik in the south, plus Gotland.

Locations marked in blue will receive

new radar equipment.

this network is now available at all

VTS central units. The information

represents a complement to radar information,

in part from the large areas

that have no radar coverage, but

also by offering supplementary information

(such as identity) for vessels

within a radar surveillance area. In

the new, modern VTS system, information

from radar and AIS is combined

to form a joint situation picture

presented for operators.

Development of the Vessel Reporting

System in line with an EU directive

continued during the year. All

vessels exceeding 300 gross tonnes are

to report their call to a Swedish port.

Reporting is done via the Swedish

Maritime Administration’s homepage;

the reporting of hazardous goods and

waste was added to the system towards

the end of 2005. The Vessel

Reporting System has been implemented

in all VTS units. ❮❮





The Swedish Maritime Administration’s

task is to provide effective,

customised pilotage designed to increase

maritime and environmental

safety and accessibility for merchant

shipping. To achieve the set safety

and service goals, the pilotage organisation

is divided up into three

main functions:

● Planning and administration of assignments

● Transport of pilots to and from assignments

● The pilot’s navigational work on

the vessel’s bridge

Masters of vessels over 70 metres

long or 14 metres wide are generally

obliged to use a pilot. Following a

review by the Administration, masters

who frequently use a certain

fairway may receive a fairway permit,

permitting them to navigate

their vessel without using a pilot.

The Administration also provides

pilots for outside Swedish coastal

waters. This type of pilotage, which

is not covered by the mandatory use

of a pilot, requires special training.

Pilot boats awaiting new assignments in Sandhamn.


Income statement, pilotage, SEK 000s

Operating income


Result 2004 Result 2005 Budget 2006

Pilotage dues 303,882 360,362 375,000

Other external income 7,302 4,986 3,821

Total operating income 311,184 365,348 378,821

Direct operating costs

Personnel costs -304,252 -321,188 -298,241

Other external costs -73,644 -80,842 -67,401

Depreciation -26,289 -27,300 -34,838

Total direct operating costs -404,185 -429,330 -400,480

Result before indirect operating items -93,001 -63,982 -21,659

Indirect operating income 8,769 7,072 7,447

Indirect operating costs -89,377 -97,798 -111,617

Operating result -173,609 -154,708 -125,829

Indirect items for the previous year have been restated in line with the new standard

method. Effective 1 July, pilotage dues were raised by an average of 10%. With this

increase, the level of self-financing is now about 70%. The increase in the number

of pilotage assignments during the year resulted in higher costs for personnel and

pilot boats.

Target fulfilment

Target Result

2005 2005

Piloted vessels must not be delayed

due to shortcomings in the resources of

the Swedish Maritime Administration

or planning 99% 98%



❯❯ 2005 saw an increase in the number

of pilotage operations by a little

more than 6% to 41,316 (38,756).

The primary factor behind the rise

was the increase in timber shipments

after the “Gudrun“ winter storm.

The number of pilotage ordering

and planning centres was reduced. To

permit the handling of pilotage assignments

from fewer centres, an ITbased

pilotage management system

was developed. Consequently, during

the year, it proved possible to order

pilots via the Swedish Maritime Administration’s

homepage in connection

with VRS notification on the

West and South Coasts. Personnel at

these centres are responsible for organising

pilotage operations with

maximum efficiency.

Efficiency-enhancement of pilotage

operations is in progress through, for

example, the adjustment of the number

of pilots and boatmen to the current

and assumed traffic situation.

One parameter for increased efficiency

is prompt transport. During the

year, five pilotage boats with an estimated

cruising speed of 30 knots

were ordered.

A major factor in maintaining

favourable maritime safety is that the

people involved are given the requisite

rest to cope with their work. This is

particularly important when operations

are irregular, as is natural in this

case. During the year, an initial rest

time study was conducted at a number

of pilotage areas, which will be followed

up in 2006 with a survey covering

all personnel involved in pilotage.

To be able to systematically study

and analyse the effects of a differentiated

service level on resource consumption

and productivity in pilotage

operations, a study project is

currently in progress in the Sea of

Bothnia’s maritime traffic area. The

Pilotage and pilot dues

Number/SEK 1,000's









1999 2001 2003 2005

Dues charged


Pilotage operations by

maritime traffic area

2005 2004 2003

Bay of Bothnia 3,511 3,449 3,264

Sea of Bothnia 4,218


3,574 3,878

Lake Mälaren 6,223 6,098 6,872

East Coast 5,510 4,794 5,010

South Coast 6,785 5,958 6,232

West Coast 12,877 12,632 11,959

Lake Vänern 2,192 2,251 2,699

Total 41,316 38,756 39,914

project simultaneously creates the potential

to analyse how various structural

conditions, such as the location

of pilot stations, characteristics of

transport resources and pilot certification,

affect operational efficiency. The

feasibility study now in progress will

submit a report in spring 2006. Depending

on the outcome, analyses using

similar methods may later apply

to pilotage operations nationwide.

The Swedish Maritime Administration

has commenced co-operation

with the Department of Naval Architecture

and Ocean Engineering at the

Chalmers Institute of Technology

(CTH). Based on systematic and scientifically

based work, this co-operative

venture is designed to offer maxi-

mum value in terms of maritime safety,

availability and transport quality

from new navigational technology,

new information systems, improved

fairways, superior hydrographic surveys

and a better basis for navigational

charts. A preliminary study is in

progress to draw up an underlying

basis for actual vessel calls in the fairways

to Norrköping and Gothenburg.

The idea is to use this underlying

base in simulator experiments at

CTH to analyse how various individual

decision-making support systems

– or combinations of them – affect

maritime safety under different external

circumstances and for various vessels.

The study will lead to a report in

spring 2006.

The service target means that,

whenever possible, a pilot will be

supplied within five hours or at an

agreed time, and that no vessel will

need to wait as a result of faults or

shortcomings in the Swedish Maritime

Administration’s planning or resources

management. During 2005,

691 vessels waited for between 30–60

minutes after the agreed time and

598 vessels were compelled to wait

more than 60 minutes for a pilot.

The sudden but temporary increase

in timber shipments due to the “Gudrun“

winter storm in Sweden meant

that more vessels than ever had to

wait for a pilot.

The Swedish Maritime Administration

also provides pilots outside of

Swedish coastal waters. The number

of Öresund pilotage assignments was

102 (178) and the number of pilot

operations in the Baltic Sea totalled

61 (58). This type of pilotage –which

is not covered by mandatory pilotage

requirements – entails that the particular

pilot must have undergone special

training. At year-end, there were

30 pilots with valid certificates. ❮❮



�Maritime search and rescue


The Swedish Maritime Administration’s

Maritime Rescue Co-ordination

Centre (MRCC) in Gothenburg leads

searches and rescue operations in

the Swedish maritime search and

rescue region. As defined by the Rescue

Service Act, the agency is in

charge of maritime search and rescue

(SAR) in Sweden. Operations are

regulated internationally by the SO-

LAS and SAR conventions, both of

which have been adopted by Sweden.

The objective of search and rescue

operations is to conduct activities

around-the-clock, throughout

the year in line with international


�Maritime search and rescue


❯❯ During the year, MRCC in

Gothenburg supervised 981 search

and rescue operations. This was 50

more than a year earlier, or an increase

of more than 5%. The increase

was due largely to the fine weather

during late summer/autumn, which

extended the recreational boating season

compared with the previous year.

The number of cases requiring input

from the maritime search and rescue

units was 909 and a large number of

Swedish and foreign surface and airborne

units were involved in these


The number of fatalities in the

maritime search and rescue area of responsibility

totalled 26, a reduction

of one compared with 2004. The

number of missing persons was 7. No

major accident involving a merchant

vessel occurred during the year. A


Income statement, maritime search and rescue, SEK 000s

Operating income Result 2004 Result 2005 Budget 2006

Allocation 35,188 34,977 33,800

Other external income 9,118 9,110 13,436

Total operating income 44,306 44,087 47,236

Direct operating costs

Personnel costs -34,412 -27,407 -25,954

Other external costs -71,396 -73,642 -122,859

Depreciation -768 -386 -40

Total direct operating costs -106,576 -101,435 -148,853

Result before indirect operating items -62,270 -57,348 -101,617

Indirect operating income 816 658 693

Indirect operating costs -8,314 -9,097 -10,383

Operating result -69,768 -65,787 -111,307

Indirect items for the previous year have been restated in line with the new standard

method. The reduction in costs during the year resulted from the streamlining of

operations in 2004, which continued in 2005.

number of “man-overboard” situations

occurred. As in the preceding

year, one can conclude that most of

the fatalities during the year were in

connection with the use of highspeed,

small boats.

In accordance with the Government

letter of appropriation for

2005, the Swedish Maritime Administration

has for the first time applied

the new goal for maritime search and

rescue. This entails that a person in

distress can be reached within 90

minutes in 90% of cases after the

alarm has been received by a maritime

search and rescue centre. The

goal was attained with a comfortable


As a result of Government decisions

regarding the Defence Forces,

the Swedish Maritime Administration

was commissioned by the Govern-

The contract with Norrlandsflyg, covering

helicopter deployment, entails a 15minute

response time around the clock.

ment to study the implications of the

cutbacks in the Defence Forces’ basic

organisation for maritime search and

escue operations conducted using

rescue helicopters and to submit proposed

measures in an effort to ensure

that the current capacity and surface

coverage can be retained.

In a bid to identify cost-effective

solutions, consultation was also held

with stakeholders who were or could

be deemed to be interested in helicopter

services in their operations.

During the survey, contacts were established

with a number of authorities,

municipalities and county councils.

A number of agencies were positive

to co-operation in helicopter

services. The report presented in

2005 showed that it was necessary to

have helicopter services for maritime

search and rescue operations available

in the Stockholm and Gothenburg

region as a replacement for the Defence

Forces’ helicopters at Berga och

Säve. Accordingly, the Swedish Maritime

Administration procured additional

services from Norrlandsfly for

stationing during spring 2006.

The previous agreement with the

Defence Forces entailed a one-hour

response time during duty hours,

while at other times, the response

time was 45 minutes. According to

the agreement with Norrlandsflyg,

helicopter contingency is a 15minute,

round-the-clock response


As in the past, the Administration

participated in the Partnership For

Peace co-operation programme on

policy issues involving search and rescue

co-operation in the Baltic Sea

and North Sea, and participated in

planning conferences for the “Bright

Eye Baltic” exercise. The exercise was

completed in May 2005, with the

participation of Sweden and a number

of Baltic countries.

A report was presented in early

2005 on the commission to co-operate

with the Civil Aviation Administration

in studying the potential for

greater co-ordination of operations at

the Air Rescue Co-ordination Centre

(ARCC) and the Maritime Rescue

Co-ordination Centre (MRCC) ❮❮

Target fulfilment

Target Result

2005 2005

Reaching 90% of those in

distress within 90 min. 90% 99%

Number of national

exercises 15 22

Number of international

exercises 2 2

Number of people who have

undergone maritime search

and rescue training 100 101



�Maritime Safety Inspectorate


The Maritime Safety Inspectorate has

a special status within the Swedish

Maritime Administration and is responsible

for regulations, supervisory

work and accident investigations

with the primary focus on maritime

and environmental safety. The Maritime

Safety Inspectorate is also responsible

for regulations governing

maritime security for port facilities

and vessels as well as for ensuring

due observance of regulations. The

Maritime Safety Inspectorate’s remit

also includes responsibility for the

Swedish Maritime Administration’s

official actions regarding maritime

traffic. The Maritime Safety Inspectorate’s

work is aimed at preventing

accidents on and involving vessels

and preventing pollution from vessels.

If, nevertheless, accidents do occur

the effects are to be minimised. It

is the responsibility of shipping lines

to ensure that vessels meet the required

standards. Responsibly for en-

suring that port facilities meet the

prescribed standard is the responsibility

of the party running the facility.

The Maritime Safety Director is responsible

for and decides independently

in issues that affect the setting

of safety norms for shipping

and for the fairway facilities that the

Swedish Maritime Administration is

responsible for maintaining, questions

of supervision to ensure that

norms are observed, as well as issues

concerning the investigation of maritime

accidents involving the Administration.

Work responsibilities mainly

involve the development of regulations

and norms, the management

of authorisation and pilotage exemptions,

as well as maritime traffic issues

and accident investigations. Inspection

work onboard vessels is

done mainly by the regional organisation,

which consists of three maritime

inspection areas located in

Gothenburg, Stockholm and Malmö.

Income statement, Maritime safety inspectorate, SEK 000s

Operating income


Result 2004 Result 2005 Budget 2006

Other external income 33,732 36,366 35,444

Total operating income 33,732 36,366 35,444

Direct operating costs

Personnel costs -73,157 -78,359 -86,981

Other external costs


-16,918 -18,870 -15,343

Total direct operating costs -90,075 -97,229 -102,324

Result before indirect operating items -56,343 -60,863 -66,880

Indirect operating income 2,651 2,138 2,251

Indirect operating costs -27,020 -29,567 -33,744

Operating result -80,712 -88,292 -98,373

Indirect items for the previous year have been restated in line with the new standard

method. Operating profit was affected by the increase in the number of survey assignments

and a larger workforce due to the broadening of the area of responsibility.


Pilot Exemption Certificate

Pilot Exemption Certificate by

maritime traffic area 2005 2004

Bay of Bothnia 41 37

Sea of Bothnia 45 42

Stockholm/Lake Mälaren 272 251

East Coast 108 109

Sooth Coast 178 179

West Coast 169 201

Lake Vänern 68 79

Total 881 898

�Maritime Safety Inspectorate


❯❯ In October 2005, the Swedish

Government issued a committee directive

and appointed a special investigator

to review inspection activities

for safety and security issues in the

transport area. This was in line with

the decision of Parliament in 2004 to

request the Government to study

how the various traffic inspectorates

could be merged to form a single

unit. The commission has only com-

menced its work and will submit a

report no later than December 2006.

At the beginning of the year, the

Maritime Safety Inspectorate reported

to the Ministry of Industry, Employment

and Communications regarding

the outcome of the co-operation

agreement between the four traffic inspectorates

(Maritime Safety Inspectorate,

Road Traffic Inspectorate, the

Swedish Rail Agency and the Swedish

Aviation Safety Authority). During

the autumn, these various groups met

to identify the appropriate areas of cooperation

and to determine whether

there were issues of common interest.

The various areas to be studied include

supervision, psychological expertise,

protection against criminal

acts and quality management systems.

The Maritime Safety Inspectorate has

concluded that the co-operation



agreement has not yielded any tangible

results. This is because of the fundamental

differences in the operations

of the traffic inspectorates and in the

different international regulations that

govern the various inspectorates.

However, in a few areas, co-operation

has emerged, for example, in the national

centre for the exchange of experience

of accidents and an annual

meeting for the operating managers of

the inspectorates.

The Maritime Safety Inspectorate’s

extensive work in revising regulations

continued as planned. Among other

things, regulations governing the

work environment onboard vessels

and pollution from vessels have been

revised and published in the Swedish

Maritime Administration’s Code of

Regulations. Also, during the year

major efforts were devoted to wideranging

regulations governing shipbuilding,

freeboard and stability.

These will be published in early 2006.

Work involved in developing a new

IT-based system for inspection activities

was completed and the new system

was commissioned at year-end.

The system adds to the efficiency of,

for example, administrative work by

equipping ship inspectors with

portable computer equipment.

The Maritime Safety Inspectorate is

responsible for rules and supervision

involving mandatory pilotage limits

and the issue of fairway permits. The

number of valid fairway permits at

year-end was 881 (898) and the number

of permits that encompass all or

part of large sections of the coast at

the same date was 78 (85). The number

of English-language fairway permits

totalled 252 (319) on the same


International work

The Maritime Safety Inspectorate investigated

Swedish implementation of

the International Ballast Water Con-


vention as adopted by the International

Maritime Organisation (IMO)

in 2004. The convention aims at reducing

the spread of organisms in ballast

water among various ecosystems.

The Maritime Safety Inspectorate’s investigation

was undertaken in consultation

with the Swedish Environmental

Protection Agency and was submitted

to the Government in

February 2005. The investigation concluded

that problems in applying the

convention might arise not only for

Sweden but for all Baltic Sea countries.

Among other factors, this is because

the low average depth of the

Baltic Sea does not permit direct replacement

of ballast water pursuant to

the convention, plus that the requisite

onboard technology for the alternative

treatment of ballast water is not yet

available, in addition to the high-cost

of on-shore reception facilities. Current

statistics on the export/import of

ballast water are outdated and thus

the Maritime Safety Inspectorate

commenced a project aimed at

analysing ballast water movement in

Swedish waters and presented this in a

report that can be used in continuing

issues involving ballast water.

During 2005, the Maritime Safety

Inspectorate signed a new Memorandum

of Understanding (MOU) with

Norway, Finland, Estonia, Denmark,

Germany, Holland, United Kingdom

and Spain. The experience gained

from the past period (since the previous

MOU in 2000) has been considered

and the main aim is to provide

vessels of cultural and historical significance

carrying national certificates

the opportunity also to sail internationally

in the navigational waters of

the MOU countries.

Efforts involved in drawing up an

application to further regulate maritime

traffic in the Baltic Sea, via a

transit route for deep-sea traffic, was

led during the year by the Maritime

Safety Inspectorate. The proposal was

made in order to complete the efforts

that the IMO started in 2004 by classifying

the Baltic Sea as a Particularly

Sensitive Sea Area, PSSA. The application

was received by the IMO in

December 2005 and will come into

force on July 1, 2006. The adopted

transit route primarily to heavy traffic

between Gedser and the Gulf of Finland

and regulates traffic by indicating,

for example, traffic separation

and deep-water lanes and traffic rules

for vessels. During 2006, Sweden and

Denmark will carefully monitor and

analyse this traffic. The onboard Automatic

Identification System (AIS) is

expect to provide an excellent basis

for analyses that may also lead to future

corrective adjustments.

During the year, the IMO decided

in favour of a system for a review of

flag, port and coastal states. The review,

which is as yet voluntary, is to

be done using a code developed under

the chairmanship of Sweden. The

code includes all the responsibilities

assumed by the states affiliated to

IMO conventions. This may be

viewed as a major success in the longterm

efforts of improving flag states’

work with vessels on their registers.

Eventually, this will improve safety

among merchant fleets worldwide.

Inquiry activities

With the co-operation of the Maritime

Safety Inspectorate, a database

for registering maritime accidents is

being developed at the European

Maritime Safety Agency. The system

is a modified version of that used by

the Maritime Safety Inspectorate.

During the year, the Maritime Safety

Inspectorate presented eleven inquiries

regarding maritime accidents.

Using these reports, as well as foreign

reports and high-profile incidents as a

basis, the Maritime Safety Inspectorate

continued its efforts in highlighting

“Lessons to Learn”. These

comprise brief accounts of the in-

quiry results and experiences and are

published in most industry journals

as well as in the Swedish Notices to

Mariners journal (Ufs). 23 incidents

were published in 2005.


Port state control is undertaken in order

to check foreign vessels. These activities

are governed by Port State

Control Directive (9521/EG), and

the Paris Memorandum of Understanding

on Port State Control (Paris

MOU). The latter is an agreement

between the maritime authorities of

22 countries. According to both of

these regulations, Sweden is to inspect

25% of the number of foreign

vessels calling at Swedish ports. This

goal has been attained since 2002. A

proposal has been drawn up to

amend the rules so that vessels with a

high priority factor will be inspected

more often than other vessels. The

implications of such changes are being

studied ahead of the next meeting

in spring 2006.

The EU has drawn up ordinance

that entitles the Commission to

check the efforts of member countries

as regards maritime security issues.

The purpose of the ordinance is

to gain uniform implementation of

maritime security regulations. An inspection

pursuant to the ordinance

was conducted in Sweden in early

2006, with a study of the implementation

of national legislation on maritime

security and how the Maritime

Safety Inspectorate, which has primary

responsibility for government ac-

Inspection av vessels

tion in maritime security, has conducted

its tasks. The maritime security

inspection will be followed by a

physical check of Swedish ports and

vessels in spring 2006.

In November 2005, new stipulations

emerged governing mandatory

pilotage and exemptions from pilotage.

New forms and application

routines were prepared, and pilots appointed

by the Maritime Safety Inspectorate

will conduct practical and

theoretical testing of applicants for

exemptions from pilotage. The Maritime

Safety Inspectorate conducts a

central assessment of vessels, which,

combined with the results of the pilotage

tests, provide the basis for the

Inspectorate’s decision. The introduction

of the new regulations was done

through meetings, primarily with pilots.

Printed information was distributed

to the Swedish Shipowners

Association, ports and shipping brokers.



Number of surveys conducted 2,864 2,766

Number of surveys of newly built vessels 72 73

Number of surveys of procured vessels 65 72

Number of inspections conducted 194 232

Number of ship tonnage measurements 262 251

Total number of hours expended on surveys an inspections 29,095 28,836


Port state controls conducted in Sweden of foreign vessels

Inspections revealing faults/shortcomings 190 241

Number of vessels served with detention order 11 10

Total number of inspections 732 745

Port state checks conducted on Swedish vessels

within the Paris MOU area 262 251

Inspections revealing faults(shortcomings 144 119

Number of vessels served with detention orders 1 9

Total number of inspections

Other foreign vessels

Number of inspections conducted on ro-ro passenger vessels

337 302

and high-speed ferries in regular traffic in Sweden 71 72

Total number of hours expanded on foreign vessels 5,409 5,845

* The data for 2004 has been changed in certain cases compared with the preceding year’s

account due to late reporting.



�Sector and agency tasks

BACKGROUND (exc. the Maritime Safety Inspectorate)

The Swedish Maritime Administration’s

sector responsibility includes monitoring

transport policy trends in order to participate

actively in national transport

policy report work and equivalent activities

at the EU level. This includes responsibility

for providing information to

support the Government with underlying

reports and analyses of transport

and industry policy issues associated

with the maritime area.

The sector and agency tasks that are

not the responsibility of the Maritime

Safety Inspectorate include such functions

as service exports, contingency

management, research and development,

the ships’ register and the Swedish Maritime

Administration’s participation in

the Swedish Maritime Safety Council.

The task of service export operations

is to support the international harmonisation

of maritime safety and environmental

work, strengthen the Administration’s

international undertakings, as

well as developing skills, and supporting

Swedish and European development

programmes and European integration.

Income statement, sector and agency tasks, SEK 000s

(exc. Maritime Safety Inspectorate)


Contingency management is a special

responsibility that the Administration

shares with other agencies for peacetime

crisis management. Research and

development relates to the work done

on behalf of national maritime safety

research. The Swedish Maritime Administration

contributes expertise and financing.

The shipping register is a rights

register listing the vessels that are entitled

to fly the Swedish flag. The ships

register is divided up into a shipping

section, a boat section and a shipbuilding

section. The register deals primarily

with matters involving registration,

deregistration, pledging and acquisition

of vessels. The Maritime Boating Safety

Council includes representatives from

the Swedish Maritime Administration,

the Swedish Sea Rescue Society, the

National Police Authority, the Swedish

Coast Guard and recreational boating

organisations. The goal is to promote a

reduction in accidents and fatalities associated

with recreational boating by

means of preventive information and

the exchange of know-how.

Operating income Result 2004 Result 2005 Budget 2006

Allocation 4,524 5,752 5,880

Other external income 16,084 20,693 23,359

Total operating income 20,608 26,445 29,239

Direct operating costs

Personnel costs -26,650 -24,828 -33,425

Other external costs -24,652 -24,463 -31,093

Depreciation -1,818 -1,915 -3,500

Total direct operating costs -53,120 -51,206 -68,018

Result before indirect operating items -32,512 -24,761 -38,779

Indirect operating income 1,020 822 867

Indirect operating costs -10,392 -11,372 -12,980

Operating result -41,884 -35,311 -50,892

Indirect items for the previous year have been restated in line with the new standard method.

The result for the year was affected by increased contributions for EU-financed projects.

�Sector and agency tasks

SIGNIFICANT EVENTS IN 2005 (exc. the Maritime Safety Inspectorate)

Transport and

shipping policy

❯❯ Motorways of the Sea – part of the

Trans-European Transport Network

(TEN-T) – is aimed at strengthening

unity and access for peripheral regions

in the EU, and to reduce the pressure

on the Union’s road network. One

strategy for attaining these goals is to

concentrate goods flows and create

sustainable and frequent maritime

transport among EU countries and

with the rest of the world. The concept

is designed to add to the efficiency

of maritime transport through the

development of infrastructure in the

form of, for example, icebreaking,

traffic information systems, port infrastructure

and connections to ports,

both from land and sea.

Sweden has been positive to the

project from the beginning, working

actively to ensure that the Sea Motorways

concept was included in the revised

version of the TEN-T guidelines

that the Council and Parliament approved

in April 2004. The Swedish

Maritime Administration has actively

partaken in the joint efforts of the

Baltic Sea countries aimed at giving a

concrete form to the concept under

the circumstances prevailing in the

Baltic Sea, and by means of this, to

capitalise on the potential provided for

developing transport in the region.

As an initial concrete measure, the

Baltic Sea countries commenced a

project in 2005 that is partly financed

from the EU’s TEN-T budget.

The project’s total budget is a little

more than EUR 3.5 million and will

continue during 2006. The Swedish

Maritime Administration coordinates

the project in close co-operation with

the Finnish Maritime Administration.

The project includes four sub-

projects dealing with a study of goods

flows and infrastructure in the Baltic

Sea region, the development of a

joint website on icebreaking in the

Baltic Sea (and electronic training

materials for shipping), a study of

quality assurance of the priority fairways

system in the Baltic Sea and a

study of the development of a port

hub function for transoceanic traffic

for the Baltic Sea region.

At year-end 2004, new regulations

came into force for modifications to

facilitate disabled people onboard

passenger vessels in domestic Swedish

traffic. The rules cover all new and

refurbished passenger vessels. In an

effort to facilitate the interpretation

of the new rules and clarify the entire

issue of access to seaborne public

transport, in 2005 the Swedish Maritime

Administration prepared an internet-based

manual on the subject.

The manual describes the application

of the rules and the appropriate

design of new passenger vessels, large

or small, and the rules governing the

refurbishment of vessels.

On a commission from the Government

in 2005, the Swedish Maritime

Administration studied the implementation

of what is referred to as

the Baltic Sea strategy in Sweden.

The report shows how international

rules for reducing waste emissions

from vessels have been applied in

Sweden and neighbouring countries.

The report also includes a number of

proposals for possible improvement

regarding strategy implementation,

nationally and internationally.

During the year, the Swedish Maritime

Administration participated in

international programmes aimed at

reducing the negative environmental

impact of shipping. As part of this

work, the Administration arranged

an international three-day sympo-



sium for policymakers and decisionmakers

to provide information regarding

the positive Swedish experience

of environmentally differentiated

fairway dues and to demonstrate

the technical potential for reducing

atmospheric emissions.

During the year, steps were taken

to follow up the Swedish Maritime

Administration’s decision from 2001

regarding areas deemed to be of national

interest. In 2005, the Swedish

Maritime Administration – in co-operation

with Banverket (rail network

company), the Swedish Road Administration,

and the Stockholm County

Administrative Board – studied and

detailed the implications and consequences

of the port of Stockholm being

deemed of national interest.

International projects

In 2005, the international projects

unit continued operations aimed at

supporting international harmonisation

of maritime safety and environmental

work as well as promoting

Swedish and European development

co-operation. The objective was also

to contribute to broadening its international

experience and, thus, gaining

a larger resource base in our own

organisation. Thanks to the international

projects function, the Swedish

Maritime Administration participates

in a large number of international

projects. Sales totalled SEK 9.4 million

and the equivalent of about 30

work months were expended on projects.

Most of the revenues derived

from about 15 projects. The Swedish

Maritime Administration employs

several of the experts who were in

charge of the projects. In addition,

the Agency pursues active co-operation

with experts from sub-consultants

and leading training organisations

in the maritime sector. Operations

are financed largely via the

Swedish Agency for International De-


velopment Cooperation (Sida) and

the EU.

Input support for certain EU candidate

countries to assist adjustment

to EU standards in the maritime sector

was provided in 2005. Also in his

area, there were projects designed to

promote regional Baltic Sea co-operation

in accordance with Helcom’s recommendations

and global IMO conventions.

Marine environment, transport and

maritime safety issues were put on

the global agenda through a series of

UN processes and other international

initiatives. Also in the shipping sector,

future resource supply questions

have begun to attract increasing attention.

As a natural result of this, an

agreement was concluded between

Sida and the Swedish Maritime Administration

covering institutional

co-operation for the period

2005–2008. Co-operation will also

contribute to promoting long-term

sustainable utilisation of marine resources

and the protection of life,

property and environment at sea and

in coastal areas. Within the framework

of the agreement, the Swedish

Maritime Administration will supply

Sida with maritime expertise for potential

projects involving know-how.

A parallel function will be set up

within the Administration in an effort

to identify suitable employees for

international projects.

During 2005, the three-year IN-

TRASEA project (INland TRAnsport

on SEA routes) was completed. This

was aimed at underscoring the development

potential of coastal and inland

shipping in the Baltic Sea region

to handle rising freight traffic. This

was also the theme for the main seminar

in November, at which the three

project years were summed up. The

project was financed by 28 partners

in Finland, Sweden, Germany,

Poland, Lithuania and Russia, and

was co-financed by the EU.

During the year, an agreement was

signed covering a three-year extension

of a programme centred on vessel inspection.

This has been pursued with

OMMP, the Tunisian equivalent of

the Swedish Maritime Administration.

The assignment included knowhow

transfer as well as specialist inspection

training in Sweden, along

with institutional training for senor

civil servants in OOMP.

As part of ongoing efforts involving

the Baltic Sea, various training programmes

are in progress in co-operation

with Russia concerning oil protection

– preventive programmes as

well as contingency plans to deal with

emissions. This work is proceeding in

co-operation with the Makarov State

Marine Academy in St. Petersburg

and other Russian institutions. Activities

are aimed at a broad spectrum of

representatives of organisations that

handle oil in the transport system.

The project completed its initial

phase and will continue for another

During 2005, the Swedish Maritime Administration studied and detailed the content and implications of classifying Stockholm Port as

being of national interest.

two years in the next phase. The aim

is to bolster Russia’s ability to reduce

the risk of spills, as well as maintaining

appropriate contingency plans to

deal with any spillage.

During 2005, the service export

unit also organised a number of training

courses in maritime search and

rescue with participants from Baltic

Sea countries. These courses were the

last to be held in Sweden, as in the

next stage the training locations and

supervisors will be international in relation

to the participants. The experience

gained will be conveyed to similar

courses for the Barents Sea and

Black Sea in the near future.

Contingency management

The Swedish Maritime Administration

is included in two of the six co-

ordination areas established in July

2002 with agencies that have special

responsibility for peacetime crisis

management. The two co-ordination

areas are Transport; and Protection,

Rescue and Care.

The capacity to handle crises in

current world conditions and in a

changing global situation is viewed as

acceptable. However, emergency

power facilities remain limited in the

maritime sector, which implies serious

consequences for operations in

the event of protracted disruptions of

power, telecom and data communications.

The acquisition of back-up

power units for vital facilities continued

during the year.

Within the framework of co-operation

with the Crisis Contingency Authority

in the Transport Coordination

Area, the Swedish Maritime Administration

planned and completed a

two-day seminar on how society and

transport in Stockholm County

might be affected by the outbreak of

a global pandemic and the possible

consequences for the region.

To reduce vulnerability and improve

crisis management potential,

work involved in preparing a risk and

vulnerability analysis for the entire

maritime sector was completed during

the year. The analysis was based

on overall national perspective and

can be used as fundamental information

in assessing risk and vulnerability

at the regional level.

On the international level, the

Swedish Maritime Administration

participated in co-operation within

the Euro-Atlantic Partnership Council.

This primarily took the form of

attending the plenum and workgroup

meetings in the Planning Board for

Ocean Shipping project. The work is



aimed at ensuring transport capacity

on ocean-going vessels in the event of

difficult conditions and heightened

contingency levels.

Research and


The ongoing maritime safety programme

remains the most important

component in national maritime

safety research. The Swedish Maritime

Administration is playing a key

role in these efforts, contributing expertise

as well as financing. During

2005, the agemcy’ share in these projects

totalled SEK 2.8 million of a total

investment of SEK 14 million.

Noteworthy projects include “The

Vessel as its Own Lifeboat” project,

the development of life-saving equipment,

as well as behavioural science

research covering the link between

man and machine. During 2005, the

Government decided to extend the

programme for another three years..

Contacts in research activities continued

during the year with universities

and maritime academies, as well

as with the other transport agencies

and the shipping industry. During

2005, the Swedish Maritime Administration

decided to establish a research

base for maritime research.

This will be available to the public as

of 2006.

A project aimed at finding alternatives

to antifouling hull paint for

recreational boats was conducted in

2005. The aim is to demonstrate that

boats can be kept clean without being

coated with antifouling paint,

and thus reduce the use of hull paints

that unnecessarily convey chemicals

to the ecosystem.

In research into winter shipping, a

number of projects were undertaken

during 2005 to improve the safety of

these operations. The EU-project,

SafeIce, for example, is analysing the

relationship between the effect of ice


and hull strength. The ultimate aim

is to develop general ice class rules.

The Swedish Maritime Administration

is also partaking in other EU

projects. One of these is MarNIS

(Maritime Navigation and Information

Services) which, using available

information, is aimed at raising safety

levels in reporting systems through a

generally simplified procedure.

The Administration is participating

in ongoing international projects (via

IMO, IALA, IEC, ITU and others)

in the development of standards and

guidelines for AIS systems and their


A system for compiling AIS information

from the Helcom countries

was set up under the Administration’s

supervision. Data is available in real

time as well as in processed form for

traffic statistics. The co-operation

agreement has been signed by all

Helcom countries and Norway and

has been in force since July 2005.

The technical system is in operation,

with all member countries linked to a

central facility located at (and financed

by) Farvandsvaesendet in

Copenhagen. The AIS network will

be supplemented in certain countries

and additional running in of the system

is in progress.

At the IMO’s Subcommittee on

Safety of Navigation, the Swedish

Maritime Administration assumed responsibility

for drawing up a proposal

for a standard for simplified AIS

equipment designed for voluntary use

by small vessels. This more basic

equipment will transmit limited information

and with a lower time interval

but with full inter-operability

between existing and new AIS units.

The proposal will be submitted in


WATERBORNE – a joint platform

for using research to strengthen

know-how and competitiveness for

the secure and sustainable development

of European shipping – commenced

during the Maritime Indus-

tries Forum in January. The programme

includes the drawing up of a

strategic research agenda and vision

for 2020. These efforts take the form

of a Technological Platform – co-operative

venture between EU’s research

directorate, the shipping industry and

its stakeholders in MIF and the EU

members states. The Swedish Maritime

Administration represents Sweden.

Ship register

The ship register is a rights register

that lists ships and boats entitled to

fly the Swedish flag. The register

deals with issues affecting registration,

de-registration and the acquisition

of vessels, shipbuilding and

boats. Other matters handled are

pledges on boats, advances for boat

building and rights regarding vessel

names. Each year, the Swedish Mar-

A recent survey shows

that almost 90% of

boat-owners feel an age

limit should be introduced

for driving highspeed


itime Administration issues a revised

edition of “Sveriges Skeppslista”, a list

containing the names of all Swedishflagged


In 2004, a project started on a new

IT support system for altering the

ships register to modernise procedures

and make information less vulnerable

to operational disruptions.

The ships register is expected to be

commissioned during the first half of

2006, after which the public can gain

access to information in the register

via the Administration’s website.

Maritime Boating

Safety Council

The task of the Maritime Boating

Safety Council is to provide information

on how boating safety can be

improved and maritime accidents

avoided. During 2005, the Council

conducted maritime safety exhibits

using a large pool and the “Sea-Wise”

boat at the Swedish Trade Fair. About

2,500 children completed the Sea-

Wise course and 35 pool events were

conducted at each location. The Maritime

Boating Safety Council also

participated in the Maritime Rescue

Society’s summer patrol, which visited

a large number of ports.

During these visits, buoyancy aids,

safety equipment, helicopter winching

and water scooter-based rescue

activities were demonstrated. A number

of separate programmes were

conducted using information consultants

at the Västervik Boat Meeting

and the Halmstad Port Festival. External

activities were pursued, with

the major focus on the Norrland Fair

in Umeå, northern Sweden, over a

10-day period in August.

The “Cast off” programme series,

which is partly financed by the

Swedish Maritime Administration,

was shown on Swedish TV 4 and

TV4Plus. The series was broadcast in

twelve parts with repeats, entailing

some 30 hours of broadcasting. The

programme contained information

on good seamanship, safety and the

importance of being sea-wise. With

its wide audience, – including many

boat owners – the programme is

aimed at making recreational boating

safer. The current agreement also covers

2006, with a budget of SEK 4


The results of the 2004 recreational

boating survey were presented in

spring 2005. Among other points, it

revealed that the overall boat stock is

smaller than generally assumed. Other

aspects highlighted by the survey

include the pattern of boat use, the

frequency of onboard toilets and

holding tanks, as well as attitudes to

key safety and environmental issues.

For example, almost 90% of boat

owners felt that an age limit should

be introduced in the use fast boats

and that there should be some form

of skills test for driving high-speed

boats. These examples of new insights

can be used in environmental considerations

and regional planning.

The safety goal is to halve the

number of fatalities and serious injuries

in recreational boating accidents

during the period 1998 to

2007. Although fatalities are showing

a downward trend, the goal is unlikely

to be met. A detailed analysis of serious

injuries in 2004 offers a better

basis for understanding the need for

stricter safety measures in recreational

boating. For the first time, statistics

on non-fatal accidents were also provided.

As a result, preventive safety

work can be developed on the basis

of a better knowledge of accidents

and their causes.

The system for accident reporting

has been further developed and will

soon represent a key source of accident

data. The Swedish Maritime Administration

also participated in the

recreational boat section of the European

Maritime Safety Agency’s accident

reporting system.

A survey was conducted of the level

of compliance among Swedish boat

builders with the EU’s Recreational

Boat Directive (which entails a number

of key safety rules for all new

boats sold in the EU and used boats

imported from outide). Generally, it

suggests that compliance is poor and

needs to be improved drastically if

the Directive is not to lose credibility.

Information, advice and increased

market control are viewed as necessary.

Moreover, poor compliance in

other countries has also been noted

and brought to the attention of the

European Commission. ❮❮

Recreational boat-related

drowning accidents

2005 2004

Number of fatalities, total 34 32

Number of male victims 33 30

Victims over 50 years of age 20 19

Most drowning victims were under the influence

of alcohol



�Gemensamma �Joint functionsfunktioner




The Swedish Maritime Administration

has a central administrative organisation

at its headquarters in Norrköping.

Administrative operations

at regional offices are limited in

scope and primarily involve reporting

underlying financial data, financial

monitoring and budgeting for the

particular unit.

Joint functions include the operation

of the shipping line, which is in

charge of all the Administration’s

ships and boats. The shipping line

also has operational and crewing responsibility

for icebreaking, hydrographic

and work vessels. Along

with responsibilities for shipping

pursuant to maritime legislation and

ISM, the shipping line is also responsible

for chartering and ship maintenance.

During the year, it was decided

that, as of 2006, the shipping line

would assume responsibility for costs

involved in an additional 18 small


�Joint functions


Ship management

❯❯ The “Scandica” work ship was hit

by gear failure in summer, leading to

a protracted period in a shipyard, and

the “Fyrbyggaren” was used to complete

scheduled work. The “Ale ” was

docked twice in 2005 as a result of

problems with her hydrographic

sounding equipment and, in conjunction

with the second docking, it was

decided to bring forward the planned

equipment replacement. “Ale” was

also refurbished for single-engine

operations, leading to less wear and

lower fuel consumption. The “Atle”

Income statement, joint functions, SEK 000s

Operating income Result 2004 Result 2005 Budget 2006

Allocation 11,848 11,777 11,800

Other external income 8,547 4,669 5,519

Total indirect income 20,395 16,446 17,319


Personnel costs -97,285 -121,271 -154,264

Other external costs -103,599 -94,045 -89,991

Depreciation -6,965 -12,121 -15,318

Summa indirect costs -207,849 -227,437 -259,573

Operating result, indirect items -187,454 -210,991 -242,254

Increased payroll costs are primarily attributable to changes in the pension liability.

Last year’s personnel expenses were charged with extra costs covering the final settlement

relating to the headquarters in Norrköping. Depreciation is rising due to the

commissioning of investments in administrative computer systems.

The income statement presented

below shows the total income and

costs for the agency’s joint functions.

To gain a more accurate picture of

the result for other operations, costs

and income for joint functions are

and “Frej” icebreakers had new bridge

equipment installed, which means

that all large icebreakers share the

same system, permitting greater flexibility

in crewing. A contract was signed

at year-end 2004 for the building

of a new work ship. Work is progressing

as planned and delivery is scheduled

for summer 2006.

“Oden” participated in the Beringia

international Artic expedition in

2005. At the start of the three-month

expedition, it crossed the Northwest

Passage in July, which is the earliest

time in the season that any vessel had

navigated there. Via the Canada

distributed via standard items, such

as indirect income and costs, among

other operations.

The standard items are essentially

based on the payroll costs of other


route to the North Pole, it sailed

across the Canada basin, a voyage

never undertaken by a surface vessel

in the past.

“Fyrbyggaren” conducted research

in the Baltic Sea over a period of

about 1,000 hours on behalf of the

Stockholm Maritima Center. “Scandica”

served as platform for radar

tests by Ericson Microwave Systems.

Operational development

The long-term operational development

programme continued as part of

efforts to develop the Swedish Maritime

Administration’s range of activities.

Operational development is designed

to ensure that the Administration

works in a quality-assured manner

in all its areas of operations. A system

for reporting and handling discrepancy

reports and proposed improvements

was commissioned in 2004. Implementation

programmes designed to familiarise

employees with the system

and encourage its widespread use continued

during the year.

The operational aspects of the Administration’s

service and product

range were certified in 2003 in line

with ISO 9001:2000. Work involved

in developing and assuring quality in

these operations continued in 2005.

Developments include the introduction

of nation-wide control routines

in the pilotage process and varying

periodic maintenance for pilot boats.

A comprehensive review of working

methods and documentation of procedures

has been in progress in the

maritime traffic information process

since late summer. This is aimed at

attaining uniform, working methods

nationwide and minimising the need

for local documentation.


management system

During 2005, the Swedish Maritime

Administration’s transport operations

were quality assured from the environmental

perspective through the establishment

of a traffic safety policy

and accompanying instructions. The

environmental aspects of the policy

are part of the integrated environmental

management system. The Administration’s

contribution to the national

climate reporting system is to

be quality assured by establishing

routines as part of the environmental

management system. After the development

of other key routines for environmental

work in 2006, it is ex-

The icebreaker Oden participated in the

Beringia expedition in 2005.

pected that it will be possible to establish

a comprehensive environmental

management system. The Administration’s

in-house environmental

goals cover the most significant environmental

issues but are not based

directly on environmental surveys.

The Administration’s environmental

management report, based on the

Government’s guidelines, was submitted

in February 2006.


All overriding IT activities at the

Swedish Maritime Administration in

2005 were aimed at attaining the

goals set in the agency’s IT strategy.

The key concepts in the strategy are

co-ordination and integration – externally

and internally.

Efforts continued towards offering

24-hour services, with the creation of

a portal for e-services on its “Fyren”

homepage. The portal now includes

functions for fairway declarations, arrival

reports, pilot ordering, reporting

of hazardous goods and of vessel-generated

waste as well as extracts from

the mariners’ register. There are also

other services and products such as

the Authorisation Guide, the Living

Nautical Chart, and Pilot Information.

Environmental Discount Vessels,

Navigation Warnings and the Swedish

Notices to Mariners journal (Ufs).

During 2005, discussions were conducted

with, for example, the

Swedish Coast Guard concerning the

further development of the Swedish

Maritime Administration’s e-services

portal as a joint portal with services

for shipping, along with the involvement

of a greater number of agencies.

2005 marked the completion of the

initial phase of the first major integration

project using the new integration

engine, which is designed to

simplify information transfer among

various systems.

During the year a preliminary

study commenced to identify any

need for introducing a document and

assignment system at Swedish Maritime

Administration and propose a

possible solution.

The transition to IP telephony continued

during 2005, with its steady

introduction in an increasing number

of locations. At year-end some 15 locations

were operational.

In 2005, Riksrevisionen – the State

Audit Institution - conducted an audit

of governance and management

of work involving information security

functions at the Swedish Maritime

Administration. The proposed improvements

in the final report dealt

with the follow up of planned actions,

the training of system owners

and users and implementation of risk

analyses. As early as autumn this led

to targeted input efforts to clarify the

responsibilities of system owners and

the introduction of additional reporting


Other joint functions

Other joint functions refer to the administrative

functions that have been

broken out from various operations,

as well as the central administrative

functions in the areas of financial accounting,

personnel, legal affairs and

information based at headquarters.❮❮



Human resources

*Absenteeism due to illness in 2005 totalled

5.37% (5.97). Among women,

absenteeism due to illness was 6.44%

(8.16), with 5.07% (5.41) among

men. One reason for the reduction in

absenteeism due to illness is the impact

of the health care programme. Reported

cases of occupational injury totalled 20

during the year.


❯❯ The Swedish Maritime Administration

seeks to promote a favourable

long-term supply of personnel with

the appropriate working skills, and

endeavours to gain an even distribution

of authority and influence between

men and women. Accordingly,

the agency works actively and longterm

to market itself as an attractive

employer and continually ensures

training and strengthening of skills

among the workforce. The Administration

also has a policy of overriding

goals and guidelines in terms of

equality and diversity. On the base of

these objectives, concrete, long-term

goals are drawn up each year through

programmes in the various groups in

the agency’s coordination organisation.

A large spectrum of occupational

categories is represented in the organisation.

In addition to the executive

and administrative personnel,

occupational groups include pilots,

boatmen, VTS operators, ship surveyors,

engineers, construction personnel

and cartographers. The number

of employees at year-end was

1,279 (1,293), corresponding to

1,137 (1,144) standard working


The agency’s workforce is reported

on the basis of employee groups in

three categories, namely, management,

core and support skills. Management

skills are represented by

people with formal personal responsibility

and who have the task of

planning and supervising the agency’s

operations at various levels. Core

skills are represented by personnel

with specific proficiencies in the

agency’s operating areas. The final

group, support skills, consists of personnel

who perform a support function

for management and core skills

and who do not have specific proficiencies

in the agency’s operational


Skills supply

The planning and content of training

courses at the Swedish Maritime

Administration is done largely within

four training groups in which representatives

from the training unit and

the particular departments and personnel

organisations participate. Efforts

involved in developing, supplementing

and strengthening skills

among the Administration’s workforce

continued in 2005.

As part of efforts to offer development

opportunities to the entire

workforce, the agency each month

allocates 0.3% of payroll costs to a

security fund. All permanent employees

may apply for a contribution

from this fund for various forms of

skills development programmes. In

2005, there were 57 applications,

with 74% gaining a positive response.

Of these, the categories support

and core skills are evenly represented,

while only one application

was received from the management

skills category.

As part of the agency’s management

enhancement programme, a number

Number of permanent employees by skills category, 31 December

Category Management skills Core skills Support skills

Gender F M F M F M

Number 10 46 87 850 178 108

Total 56 937 286

Rosita Kjellberg-Green is one of the few female boatmen in Sweden. Here she is seen with her colleague Pierre Sundberg.

of development seminars were conducted

during the year as well as a

study visit to the UK. One of the objectives

of the programme is to generate

human resources that will eventually

meet management and supervisory

requirements. Also, a series of

management courses were conducted

around such subjects as labour rights,

pay policy, work environment, recruitment

models and preventive

medical care. Another management

development programme (for senior

managers) will commence during autumn

2006. December marked the

completion of the study of life and

career planning – done in co-operation

with the other state agencies –

and conclusions will be presented in

the first quarter of 2006.

The further training of pilots is

continuing and during 2005 approximately

50 underwent training. Some

20 pilots also underwent training at

the Ilawa manoeuvre centre in

Poland. The further training of boatmen

and VTS operators at the

Kalmar Maritime Academy is contin-

uing. During 2005, 46 boatmen

completed their training, at the same

time as the remaining 50 commenced

training, which is expected to be finalised

in 2007. During the year, a

total of approximately 40 VTS operators

completed their higher training

course for ship’s officer class VII and

the restricted master’s certificate. The

project is expected to last until 2011.

Also, basic sea rescue retraining was

conducted at the Arkö Maritime

Search and Rescue Academy with

about 100 participants from various

government agencies.

During 2006, the agency will conduct

a systematic survey of skills and

interests and draw up an action plan

for international work for individual

employees and line managers.


The Swedish Maritime Administration’s

operations cover a wide range

of activities and a variety of occupational

categories. Generally, the Ad-



ministration has no major problems

in recruitment. In an effort to attract

employees to the headquarters, the

Administration uses industry events

at universities and colleges for marketing

Norrköping as an attractive

city in which to work and live. Apart

from holiday staff and project employees,

36 new recruitments were

made for permanent positions, of

which 6 were filled from in-house

candidates. A relatively high average

age means the agency will soon need

to recruit among essentially all categories.

As a result, the agency is

drawing up a trainee programme

aimed at moving forward recruitment

ahead of future pension retirements

and thus ensuring an adequate skills

supply. Thus, programme selection

will be on the basis of the Administration’s

guidelines covering equal distribution

between women and men

at all levels.

During 2005, the Swedish Maritime

Administration’s Future Skills

Council – consisting of 13 people

under the age of 35 – continued its

efforts to add to the attractiveness of

the Administration as a workplace for

young people. These programmes

will continue in 2006.

One of the goals in 2005 was to reduce

the overall average age among

employees and raise the number in

the less-than-40 age group in the core

skills category. This goal was attained,

albeit marginally. One reason underlying

the difficulty in employing relatively

young people in the core skills

category is that the positions frequently

impose high demands in

terms of work experience. To attain a

higher level of internal mobility and

other goals, the agency plans to introduce

time-limited executive management


Equality and diversity


The average age of female employees in the Swedish Maritime Administration is 46.

The Swedish Maritime Administration’s

goal and approach are that

there should be a uniform distribution

of men and women in all areas

and at all levels. All recruitment advertisements

underscore the significance

attached by the Administration

to equality and diversity. Another key

aim is that the agency should reflect

society’s ethnic composition, that everybody

should be treated with respect,

nobody should be insulted and

the qualities that derive from diversity

should be utilised.

The agency has an interactive organisation

with a central coordinating

organisation as the overriding body.

Subordinate to this body are interaction

groups at various levels, whose

work is decided through agreements

between the Administration and the

trade union organisations. Safety officers

are included in the groups. The

question of equality and diversity is a

permanent point on the agenda at all

joint meetings to ensure it remains a

topical issue.

There is also a central equality and

diversity group. The group prepares

work as part of a coordinated process

and also draws up the basis for decision-making

for the central co-ordination

group. Each year the group

studies and evaluates the agency’s action

plan, and disseminates knowledge

and information. An annual pay

survey is conducted in line with the

objective that no occupational category

should need to have pay levels

adjusted as a result of unwarranted

pay differences between men and

women. The purpose of the survey is

to identify any unreasonable pay differences

and, whenever they arise, to

take measures. Also, a follow-up of

the selection to and the results of the

Administration’s management development

programme are done from

the viewpoint of equality.

The agency’s goal of increasing the

number of women in management

and core skills categories has not been

attained. One reason may be that the

positions in these categories are highly

male dominated and that experience

in the core skills area is frequently

a requirement.

Units that the coordination organisation

deems should have their own

action plan must have at last one

equality officer. These should assist

the manager in monitoring and conducting

active equality and diversity

programmes at the workplace.

The agency’s operations in the maritime

sector have traditionally had

difficulties in recruiting women.

Thus, advertising aimed at female

marine engineers was conducted in

2005, leading to the recruitment of a

female ship surveyor. There are now

two women among a total of 60 employees

in this occupation.

Work environment

and health

The Swedish Maritime Administration’s

work environment programme

provides the point of departure for

systematic work-environment programmes

and encompasses all employees.

As part of efforts to fulfil

work environment requirements, various

concrete measures are taken

which are documented annually in

action plans that state what is to be

done, how it is to be done, by which

date the measures are to be implemented

and who has responsibility

for implementation.

Training programmes are continually

in progress to provide managers

and safety officers with a general basic

knowledge of the work environment.

During 2005, 12 people took

part in this training which has

trained a total of 149 people since its

inception in 2001.

The agency’s goal for the immediate

future is to cut absenteeism due

to illness by 10% and to reduce occupational

accidents. Consequently, in

early 2005, the agency employed a

human resources developer to work

specifically with these issues and

health care programmes. A project

commenced during the spring for the

creation of an organisation that

maintains and strengthens the

healthy aspects of the agency and

minimises the risks of ill health in the

workplace. The project focuses on

health promotion and preventive programmes

as well as on the rehabilitation

process for those absent due to

illness. Survey work also began on

identifying factors underlying longterm

periods of absenteeism. During

2006, priority will be given to a higher

frequency of visits nationwide, and

the implementation of new tools in

the rehabilitation process will be followed

up in the organisation

To identify and prevent ill health at

an early stage, permanent employees

of the Administration undergo a

health profile examination. Of the total

cost of corporate health care in

2005, some 40% was attributable to

preventive programmes.

The Swedish Maritime Administration provides workout activities for its workforce as well as lectures on health care by professional




Skills supply Skills category Initial year Employees affected



Security Fund, contribution to management, core 2001 Open to employees, with the Until

skills development measures and support number depending on the number further

of employee applications approved

(42 approved in 2005)


Further training of boatmen as ship’s

officers at the Kalmar Maritime Academy

Core 2002 About 150 boatmen 2007

Training of VTS operators based on

recommendations from IALA

Core 2003 About 60 VTS operators 2006

Continuation training programme for

pilots, conducted by the Administration

at the Arkö Maritime Training Centre

Core 2003 About 200 pilots 2008

Future Skills Council Management, core 2004 The Future Skills Council is to Until

and support capitalise on the know-how and further

opinions of young employees notice

Skills-enhancement project for

VTS operators

Core 2005 40 VTS operators 2011

The Swedish Maritime Administration’s Management 2005 Future and recently Until

management development appointed executives further

project, PULS notice

Management development programme

for senior executives LUEC

Management 2006 Experienced executives 2007

The Swedish Maritime Administrations Management 2007 Future and recently Until

management development appointed executives further

project, SLUP2 notice


Health care

As part of preventive health care programmes,

a new, more distinct health

care policy has been created in which

employees have greater freedom in

the selection of health care institutions.

During 2005, a number of

health-promotion programmes were

pursued at the headquarters. In the

exercise hall, employees have been

able to work out individually in the

multi-facility gym using exercise cycles,

etc., or participate in the group

activities provided. Speakers who

have been engaged have dealt with

subjects such as sleep, exercise, diet

and balance in life. Moreover, various

health-promotion groups have been

started such as the “Get Started”

group, a “Weight-Watchers” group

and a “Quit Nicotine” group.

This important work will continue

regionally throughout the organisation

in 2006. The goal is that each

unit will have its own health inspector

to act as the extended arm of the

health care programme

Skills supply goals,


The Swedish Maritime Administration’s

goal is to be able to recruit,

motivate, develop and retain employees

with the appropriate skills in the

short and long term. The overall average

age will be reduced, with an increase

in the number of employees

under the age of 40 in the core skills

category, plus higher internal mobility.

The Administration’s trainee programme

will also be completed. ❮❮

Overview of the Swedish Maritime Administration’s skills supply in the years ahead

Financial results in brief

Income statement, SEK M

2005 2004

Operating revenues 1,588.9 1,553.8

Operating expenses -1,331.9 -1,275.7

Operating profit before depreciation 257.0 278.1

Depreciation -116.5 -98.7

Profit after depreciation 140.5 179.4

Financial items -20.4 -36.0

Appropriations -60.0 -41.0

Result before tax equivalent 60.1 102.4

Tax equivalent -16.8 -28.7


Balance sheet, SEK M


2005 2004

Fixed assets

Work in progress 119.3 49.0

Vessels 577.5 620.0

Machinery 156.8 119.9

Buildings 919.3 941.2

Total fixed assets 1,772.9 1,730.1

Current asses 969.2 880.1

TOTAL ASSETS 2,742.1 2,610.2



State funds 444.3 444.3

Consolidation reserve 400.5 340.5

Retained earnings 94.9 21.2

Profit for the year 43.3 73.7

Total equity 983.0 879.7

Long-term liabilities 1,424.8 1,395.3

Current liabilities 334.3 335.2


KEY DATA 2005 2004

Liquid ratio 277.2 251.8

Current ratio 289.9 262.6

Capital employed 2,341.4 2,238.9

Equity/assets ratio 35.8 33.7

Return on capital employed 6.5 8.6

Return on equity after tax 4.6 8.9

Interest cover 5 4

Production: Editor Publishing AB in collaboration with the Swedish Maritime Administration

Photo and illustrations: Tommy Gardebring, Leif Hallberg, Jan-Christer Lund, Johnny Söderlund, Svensk Sjöfarts Tidning, Tomas Öhrling and others

Translation: Kevin MacMahon

Printing: Luftfartsverkets tryckeri, T06-269 -06, Norrköping

Sweden – A Maritime Nation

Part of the task of the Swedish Maritime Administration is to keep sea

lanes open and safe. We strive to make shipping safe for people and

the environment. We are also responsible for ensuring that development

in the shipping sector as a whole moves in the same direction.

Maritime transport carries some 95% of Swedish foreign trade.

Consequently, the entire nation depends on the ability of vessels to

reach our ports. The Swedish Maritime Administration is responsible

for making this possible – day and night, all year round. Our activities

are financed by shipping dues.

Compared with other means of transport, maritime transport is safe

and environmentally friendly. The Swedish Maritime Administration

actively promotes international co-operation to make shipping even

more environmentally friendly.

Safe shipping for people and the environment

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