Danish Maritime Magazine 01-2012

MARITIMEMAGAZINE

DANISH

1 - 2012

ERHVERVSMAGASINERNE

Carsten Mortensen, chairman of Danish Shipowner’s Association:

- We have all the prerequisites needed compared

to other great shipping nations.

Danish Minister for Business and Growth Ole Sohn is ready to

boost the effort to make Danish shipping even more competitive.

Make use of the advantages

Minister with blue ambitions

Jenny Braat, managing director of Danish Maritime:

Crisis makes us stronger

www.dk-danishmarine.com

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[email protected] +8621 6279 2090

MAKERS LIST:

Danish Embassy, Danish Marine Group and APM 2012 present

Asia Pacific Maritime, Sands Expo & Convention Center, Marina Bay Sands, Level 1, Hall A

March 15Th 2012, hrs 14:00–16:40

1400-1420 Opening Speech

Ole Lisborg - Danish Ambassador to Singapore 1420-1440 Green Shipping in the Asian Marine Industry

Justin Gadbois - General Manager-sustainability, Maersk Line Asia Pacific 1440-1500 Efficiency Optimization of Pump- and Ballast Water Treatment Systems

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Daniel J. Jacobsen – CEO, GreenSteam 1600-1620 Energy Saving in Main Cooling Systems

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When pirates attack and highjack ships off the Coast of Soma-

lia and in the Indian Ocean, they pose a threat, not only to the

global economy, but to the lives and wellbeing of our sailors

and their families, to Danish shipping and trade, and to our

partners in the region, who experience rising costs of living in

already diffi cult circumstances. That is why Denmark is at the

forefront of the international fi ght against pirates.

Denmark applies a comprehensive approach to its counter-

piracy efforts. On the political level, in our dialogue with bi-

lateral, regional and multilateral actors, we work to promote a

coordinated and effective international effort to fi ght pirates.

We will only gain headway, if we join forces. In the maritime

domain, Denmark contributes to military counter-piracy ef-

forts in the framework of NATO. The international naval efforts

are a big part of the reason why we now experience a signifi -

cant drop in the number of successful attacks. We do make

a difference. The positive trend can also be attributed to the

increasing number of vessels taking preventive measures, in-

cluding complying with the Best Management Practices. The

shipping industry’s demonstration of responsibility and con-

cern for the safety and security of their crews plays a crucial

role in curbing piracy. The severity of the situation calls for

concerted action from all stakeholders.

We also chair the legal Working Group under the International

Contact Group on Piracy off the Coast of Somalia (CGPCS),

thus providing leadership for the efforts to fi nd legal solu-

tions to the challenges of piracy, including prosecution and

incarceration. Simultaneously, we support capacity building

in the judicial sector and with a view to building coast guard

capacities in the region. In the longer run, we must enable the

countries in the region to take the lead in combatting piracy.

Last, but certainly not least, Denmark supports programmes

of stabilisation and development in Somalia. Without peace

and stability in Somalia there will be no sustainable reduction

in piracy.

In the Malacca Strait, where pirates posed a signifi cant prob-

lem for years, the countries in the region took on the chal-

lenge with a concerted effort, and succeeded in containing the

problem. Although the regional context surrounding Somalia

is very different, the efforts of Indonesia, Malaysia, Singapore

and Thailand have been an inspiration to us when formulating

our counter-piracy strategy.

We all have an interest in keeping the oceans safe and navi-

gable for travel and trade. Cooperation in the maritime sector

creates important partnerships across the globe to the ben-

efi t of us all. Best wishes for the Asia Pacifi c Maritime 2012.

By the Danish Minister for

Foreign Affairs Villy Søvndal

Denmark is a signifi cant seafaring nation with a long history of plying the

oceans, exploring, trading and settling all over the world. We are among the

strongest export nations in the world, and we are in the forefront of interna-

tional shipping. Denmark handles about 10 percent of global maritime ship-

ping measured by value. Maritime trade thus contributes considerably the

Danish economy.

International fi ght against pirates

International fi ght against pirates

Photo: Bjarke Ørsted

4 Daily news on www.danishmaritimemagazine.dk

ISSN: 1903-5888

EditorRené Wittendorff [email protected]

AdsPhone (+45) 7020 [email protected]

PublisherErhvervsMagasinerne ApSJaegergaardsgade 152, Bygn. 03 I8000 Århus CPhone.: (+45) 7020 4155,Fax: (+45) 7020 4156

Printing: PE offset A/SLayout: Michael Storm, DesignuniversNext issue: 25th of May 2012

Advisory Board:Chairman CEO Klaus Kjærulf, SeaMallJan Fritz Hansen, Vice Executive President in the Danish Shipowners’ Association CEO Jenny Braat, Danish Maritime CEO Lars Thrane, Thrane & Thrane CEO Kurt Skov, Blue Water Shipping CEO Bjarne Mathiesen, The Port of Aarhus CEO Steen Sabinsky, The Maritime Development Center of Europe Editor René Wittendorff

Copyright

1-2012

4 International fi ght against pirates

6 Carsten Mortensen: Strong future for Danish shipping

8 Danish Minister for Business & Growth on shipping:

Green shipping creates growth

10 Setting new standards for communication at sea

12 The Danish Shipping Community sets a standard for

the use of private armed guards

14 Danish Maritime on retrofi tting:

Enabling existing ships to meet high green standards

15 Shipping is getting greener, but…

Green incentives could be stronger

16 Specialised in on-site engine repairs

18 Shipping in the Future:

Active green knowledge makes a difference

20 Maybe cleaning in land:

In search for the right cleaning of ballast water

21 Green progress:

Retrofi tting creating new Danish impact

22 Green Ship of the Future:

A cascade of new green solutions for RoPax ships

Daily news and free E-mag on:

WWW.DANISHMARITIMEMAGAZINE.DK

MARITIMEMAGAZINE

DANISH

1 - 2012

ERHVERVSMAGASINERNE

Carsten Mortensen, chairman of Danish Shipowner’s Association:

- We have all the prerequisites needed compared

to other great shipping nations.

Danish Minister for Business and Growth Ole Sohn is ready to

boost the effort to make Danish shipping even more competitive.

Make use of the advantages

Minister with blue ambitions

Jenny Braat, managing director of Danish Maritime:

Crisis makes us stronger

Dampskibsselskabet Norden A/S

- Today the Danish merchant fleet is quite modern and com-

petitive especially after years with major deliveries. And

this is exactly what we want Danish shipping to stand for:

Quality shipping including initiatives like “Green Ship of

the Future” and a general environmental effort making us

sort of pioneering example in Denmark. We are proud of

this, Carsten Mortensen says.

He points out that environmental awareness is not just

about costs:

- The best thing is that it is actually good for business to

care about the environment considering the high fuel prices

at the moment. It goes well hand in hand to do something

good for the environment while doing something good for

the bottom line for the Danish shipping companies.

Dampskibsselskabet Norden takes part in some projects in

Green Ships of the Future and has as a company a strong

engagement in lowering CO2 emissions.

- We work a lot with CO2 emissions and fuel savings and

have our own action plan with 14 points to reduce fuel

consumption and subsequent emissions. As recently as

last summer we contracted four new tankers that burn

substantially less fuel than the comparable tankers previ-

ously bought by us. As a matter of fact they consume 25

percent less than Norden’s latest tankers. This amounts to

many tons daily of fuel saving and reduced CO2, Carsten

Mortensen underlines.

FRAMEWORK

The framework conditions for Danish shipping is of utmost

importance in a globalized trade, and Carsten Mortensen is

pleased that changing governments over the years have main-

tained focus on this issue.

- Today the conditions are quite reasonable. We already have

tonnage tax and DIS (The Danish International Ship Register)

in place. Of course the frame work conditions need a service

check once in a while, and they were upgraded last summer. I

think that we in the industry have had a fi ne cooperation with

both the previous government and the present, he states.

Former Minister Bent Bendtsen took great effort in modern-

izing the general conditions for Danish shipping.

- We shall see how things work out with the new government,

but they have stated that shipping should have status as a

Danish stronghold focusing on how to make shipping even

better.

CARSTEN MORTENSEN:

STRONG FUTURE FOR

DANISH SHIPPINGDanish shipping holds a strong position even in times

with crisis and low freight rates, and Carsten Mortensen,

CEO of Dampskibsselskabet Norden and new chairman of

Danish Shipowner’s Association, has a clear expectation

that Danish shipping will come strengthened out of the

crisis. To him quality shipping is one of the key factors.

Carsten Mortensen, CEO Norden and new chairman Danish

Shipowner’s Association: - Danish shipping has a high stan-

dard and a strong international position.

Carsten Mortensen: Strong future for Danish shipping6 Daily news on www.danishmaritimemagazine.dk

- In value Danish shipping counts for 10 percent of world trade

and we are an important industry in society. Looking at our

balance of payments, we have foreign exchange earnings of

178-180 billion DKK. That’s a strong position, he stresses.

- It’s a turbulent industry we live in. There’s the Euro crisis,

which also affects some of the big banks being active in ship-

ping fi nance. And we must face that the ship fi nancing that

was available for only 3-4 years ago is not the same. And the

slowdown is in Europe something that affects world trade, al-

though things are beginning to brighten slightly in the US.

- As an industry Danish shipping stands with the right tool,

but it is an industry that is challenged right now as quantities

no more show quite the growths we have been accustomed

to. And more and more ships are being delivered.

- However, it’s been like that forever. Shipping is a cyclical

business. We just need to keep on working. The industry will

fi nally come through this downturn on freight rates, Carsten

Mortensen states.

PIRACY

In recent years piracy off Africa’s Horn has become a ma-

jor problem for Danish shipping and international shipping

as a whole. Coping with piracy is costly, and it has serious

impact on humans, when ships are attacked. Even though

the success rate for pirates is dropping, no one expects the

problem to disappear.

- We are pleased that it has now been made easier for Dan-

ish shipping companies to carry armed guards aboard the

ships. We have had the guards for some time, but now the

procedure is less bureaucratic, he says.

- We spend 1-2 billion DKK per year on combating piracy,

but the government is pitching in as well by committing it-

self politically to be present down there every six months

with the warships “ Absalon” or “Esbern Snare” plus a Chal-

lenger surveillance aircraft in periods, Carsten Mortensen

says.

He is satisfi ed with the Danish political commitment corre-

sponding to the Danish position as a major shipping nation.

- Naturally we could use the amount of 1-2 billion DKK. on the

bottom line right now in the industry, but we choose to take a

pragmatic approach: If this is needed now, we must do so, as

long as we feel that the long term policy is working towards a

solution creating law and order in Somalia, so they can estab-

lish their own criminal prosecution.

Carsten Mortensen: Strong future for Danish shipping 7Daily news on www.danishmaritimemagazine.dk

- Meanwhile, we have access to protection of our ships. Together

with the unions, we have defi ned standards for armed guards

aboard our vessels. It is absolutely essential to do this the right

way with guards being qualifi ed for the job they are hired to do,

he underlines and mention the importance of the new interna-

tional BMP4 (Best Management Practice) rules for ships passing

through the Gulf of Aden and Indian Ocean.

- We note that the number of successful pirate attacks has gone

down steeply. Even though the number of attempted assaults

is the same or slightly increasing, it appears that what is being

done is working.

- However, It is our concern that someone fi nds out that piracy

could be a good business. If we do not quickly get something

done about the problem, it might inspire criminals elsewhere,

maybe in West Africa. If you speed up on one side of the fence,

the other side might do the same.

- What we do is a tactical effort to defend our crews in the fi rst

place and secondly ships and cargoes. It’s not a strategic effort

to solve the problem but rather treating the symptoms until the

situation in Somalia one day will be improved and pirates can

fi nd a living in land, he says.

COMPETITION

Carsten Mortensen is convinced that Danish shipping will hold

an even stronger and more competitive position once the crisis

is over.

- I have a hope that the Danish shipping industry will emerge

stronger even if we face a turbulent time to get through the next

year or two. Actually we have all prerequisites to emerge stronger

from this crisis, when looking at other major shipping nations:

- We have a modern quality fl eet and major shipping companies.

But also in the undergrowth of companies, we have very proud

traditions and a modern fl eet and hopefully a system that makes

it possible to get through the diffi cult period for some compa-

nies, says Carsten Mortensen, pointing out another strengthen-

ing factor.

- A freight crisis as the present in some of the segments, is the

same for everyone regardless of where you come from. The beau-

ty of such a crisis and the lack of liquidity is of course that fewer

new ships are ordered. So if you continue to scrap old ships, we

will have balance. In shipping things always balance out. The will

do so in the future, Carsten Mortensen, assures.

By Finn Bruun

DANISH MINISTER FOR BUSINESS & GROWTH

GREEN SHIP

The Danish Minister for Business

and Growth, Ole Sohn, has for

years been actively interested in

Danish shipping and a supporter

of the political consensus that has

led major political parties to agree

upon the need for competitive con-

ditions for shipping companies.

Now he as Minister ensures that

the industry’s future growth will be

in focus: A “Growth Team” is under

way.

Danish Minister of Business and Growth, Ole Sohn: - We

can attract new shipping companies to Denmark by being a

pioneer of modern quality shipping.

Green shipping creates growth8 Daily news on www.danishmaritimemagazine.dk

- There is no doubt that the maritime industry is a clear Dan-

ish stronghold and many of our maritime companies are

world market leaders, says Ole Sohn, indicating that the

Blue Denmark as a whole employs about 80,000 people.

- The Blue Denmark’s part of the Danish companies’ total turn-

over amounts to approximately 12 percent. And our shipping

transports about 10 percent of total world trade by value, he

says, adding:

- In other words, great fi gures that characterize the maritime

world. But it certainly does not mean that we should just sit

back passively. On the contrary - it is my ambition to put ad-

ditional pressure on the engines in the maritime industry, he

says.

GROWTH POLICY

- That is why the Blue Denmark enters as a separate strand of a

Committee of Ministers, the Government has set up. The com-

mittee will come up with ideas on how to renew our business-

and growth policy. We have held the fi rst meeting and the next

step is that we have established a Growth Team for the Blue

Denmark, says Ole Sohn and elaborates:

- The Growth Team must come up with concrete recommenda-

tions on how to strengthen the industry’s growing conditions

in the future and how we exploit the strong position of the

maritime industry to create new growth and employment in

Denmark.

- Without anticipating the work of the Growth Team, I would like

to point out a few of the areas that I think is interesting to look

at:

- Firstly, I will ensure that we create the foundation for keeping

the companies already in Denmark. And we must be better at

attracting new shipping companies to Denmark. - Every time a

company chooses to place its ships under the Danish fl ag or op-

erate from Denmark, it means more growth and jobs - not only

for seafarers but also for the employees in land, Ole Sohn says.

- And additional Danish ship-

ping companies will create an

increased demand for equip-

ment for ships. It creates, in

other words jobs both at sea

and on land, he says, and

asks: How can we attract more

companies?

- One of the keys is to be a pioneer of modern quality ship-

ping, he underlines.

MARITIME CLUSTER

- It requires a strong and thriving maritime cluster, where

authorities, shipowners and equipment industry join forces

to develop new innovative solutions. I hope that the Growth

Team will look into this when they go to work.

- Secondly, I think we should focus on exploiting the work

going on in the UN Maritime Organization IMO, for example

concerning environment. We must work to ensure that Dan-

ish companies will take part in the demand for new and in-

novative solutions that arise in the wake of new rules and

regulation on the environment, he says, and mentions new

hull paint that reduces water resistance and thus reduces

energy consumption as an example. Another fi eld may be

the cleaning of exhaust gases, which reduce sulfur emis-

sions from ships. Or it may be devices for cleaning ballast

water from ships.

- I am sure that by making shipping more green we can si-

multaneously create growth and jobs in our maritime indus-

try, he stresses.

EASIER FOR OWNERS AND SAILORS

- And thirdly, we must make it easy to be shipping compa-

nies and seafarers. Every time a ship docks, a wide range of

controls is becoming active ranging from port authorities,

classifi cation societies, fl ag states to oil companies. But of-

ten it’s the same documents to be checked over and over

again, Ole Sohn says calling it both costly for the company

and hard work for the seafarers.

- I am very pleased to spearhead efforts to set a new course

for Danish shipping, Danish Minister of Business and Growth

Ole Sohn says.

ON SHIPPING:

PING CREATES GROWTH

We must be better at attracting new shipping

companies to Denmark.

We must be bet

Green shipping creates growth 9Daily news on www.danishmaritimemagazine.dk

A lot has changed since the twin brothers Lars and Per Thrane

in 1981 delivered their fi rst radio telex modem to the Dan-

ish Ministry of Foreign Affairs. Today Thrane & Thrane focuses

on mobile satellite and radio communication, and they are

among the world leaders in developing maritime satellite ter-

minals targeting the Inmarsat system.

- We have four business units: aeronautical, land mobile,

maritime and systems, Maritime solutions account for about

60 percent of our annual turnover, so it is a very important

focus area, says Casper Jensen, who is VP Maritime Business

Unit.

DIFFERENT CUSTOMERS HAVE DIFFERENT NEEDS

With customers in all corners of the maritime industry, Thrane

& Thrane communication solutions have to meet some highly

diversifi ed needs and requirements.

- We supply everything from portable VHF radios to compre-

hensive VSAT antenna systems. A small fi shing boat in the

Mediterranean only needs a handheld radio for safety and

emergency situations, while larger ship owners demand

broadband with integrated internet, voice, fax and data.

Our range of solutions caters to all needs, Casper Jensen ex-

plains.

R&D IN DIALOGUE WITH END USERS

The solutions are developed at Thrane & Thrane’s R&D units

in Lyngby outside Copenhagen and in Aalborg. Researchers

there have been focusing on maritime satellite terminals

targeting the Inmarsat system for more than twenty fi ve

years, and this has led to continuous improvements with

addition of new products, features and increased effect and

reliability.

R&D inspiration comes from the ongoing dialogue with end

users and partners around the world. Retail sales of Thrane

& Thrane products like the renowned SAILOR brand are

handled through local partners and resellers, but Casper

Jensen and his colleagues regularly meet up with ship own-

ers and ship yards to hear about their present and future

communication needs.

Setting new standards for communication at sea10 Daily news on www.danishmaritimemagazine.dk

- We like to listen to end user experiences of what is good and

what needs to be improved about our products, says Casper

Jensen. That way we can fi nd feasible ways of matching hard-

ware and software options with customer requirements in the

right quality and at the right price. It’s all part of a well defi ned

plan for product development.

NEW TRENDS

The trend in mobile communication right now goes towards mar-

itime broadband solutions that integrate different kinds of com-

munication systems and has the capacity to handle transmission

of larger amounts of data at a fi xed rate. More and more ship

owners are dependent on internet access and IP connectivity to

monitor and track vessels. Communication technology and soft-

ware is being used to optimize operations, security systems and

of course improve welfare for the crew. That is why the market for

broadband and VSAT systems in particular is growing.

THE VSAT INTEGRATED BROADBAND SOLUTION

So far VSAT systems have been considered too complex to

install and operate, but Thrane & Thrane’s innovative SAILOR

900 VSAT solves these problems. The new system is fast and

simple to install without testing, balancing and confi gura-

tion of satellite antennas on board vessels. Such necessary

processes have been performed prior to delivery. SAILOR 900

VSAT is also highly reliable and compatible with all Ku-band

satellite systems globally.

The new order for at least 290 units of SAILOR 900 VSAT to be

installed on Maerks Line vessels represents a technological

and commercial breakthrough.

- Over the next few years we will intensify our focus and in-

crease our share of the VSAT market. After all we have a strong

technology platform that gives us a considerable competitive

edge in terms of reliability, quality and functionality, says

Casper Jensen.

SETTING NEW STANDARDS FOR

COMMUNICATION AT SEAThrane & Thrane provides communication solutions

to the maritime industry. Customers range from small

yachts and fi shing boats to the biggest ocean going

vessels. And they have just signed a ground breaking

agreement for maritime VSAT systems.

Setting new standards for communication at sea 11Daily news on www.danishmaritimemagazine.dk

The Danish Shipping Community sets a standard for the use of private armed guards

Fighting the pirates off the Somali coast requires a ho-

listic approach both with short and long term means.

The Danish shipowners and the Danish government

have agreed on sharing some of the burden. “We as

shipowners are willing to take our part of the costs. We

have an interest in ensuring continuous protecting of

our seafarers, ships and cargo, and therefore we have

made an agreement with the Danish Defence Minis-

ter”, says Jan Fritz Hansen, Executive Vice President of

the Danish Shipowners’ Association. The Danish ship-

owners will continue to protect their ships according

to the advices as mentioned in the Best Management

Practices 4, IMO’s guidelines and when deemed nec-

essary also to use private armed guards. The cost of

all these protective measures is estimated to amount

to 200 - 300 USD a year. The Defence Minister has in

exchange promised to provide naval protection with

a warship minimum 6 month a year until 2014, and

when possible also air surveillance.

Jan Fritz Hansen predicts that the use of private armed

guards will become more common. He further says:

“When the ships are protected and as diffi cult as

possible to hijack, the navy will be able to prioritize

proactive actions against the pirates and their bases.

We would like them to go ashore and stop the pirates

even before they go to sea.” When the shipowners are

hiring private armed guards, is it important that it is

done in a safe and proper manner. The International

Maritime Organization (IMO) has produced a guide-

line to shipowners on how to select qualifi ed security

companies. But according to Jan Fritz Hansen other

factors also have to be considered by the shipowner

before his ships are navigating piracy infected waters

and armed guards are hired for their protection. The

Danish Shipowners’ Association decided at the end of

THE DANISH SHIPPING COMMUNITY SETS A STANDARD FOR THE USE OF PRIVATE ARMED GUARDS


The Danish Shipping Community sets a standard for the use of private armed guards

last year to contact other relevant stakeholders in the Dan-

ish shipping community to discuss the possibility to work out

some additional guidelines for all parties. The result of that

work was the publication on 25 January 2012 of a set of guide-

lines on the use of private armed guards.

As mentioned the Danish guidelines on the use of private

armed guards were developed during a few months. Morten

Glamsø, advisor at the Danish Shipowners’ Association de-

scribes how the guidelines were developed. “On the issue

private armed guards we as shipowners’ representatives

found it important to have an open dialogue with the seafar-

ers unions, representing all categories of the crew members

on board the ships; and it soon became clear, that the knowl-

edge and views of the security industry were also needed.

Based on all the good inputs the guidelines were developed”.

Signatures to the guidelines are the Danish Shipowners’ As-

sociation, the Shipowners’ Association of 2010, the Danish

Maritime Offi cers, the Danish Engineers’ Association, CO Sea,

the United Federation of Danish Workers, and the Danish

Trade Organisation for Safety and Security. Morten Glamsø

explains that the guidelines are based both on national regu-

lations and international recommendations such as the Best

Management Practices and IMO circulars. Furthermore the

guidelines are directed both at the shipowners, the unions

and the security industry, and they consist of 16 points to be

addressed when using armed guards.

Some of the factors the guidelines address are the need of

conducting a through risk assessment before navigating pira-

cy waters. The risk assessment shall ensure that proper ship

protection measures are implemented, and that may include

private armed guards as an integrated part. The security com-

panies selected for the job must be qualifi ed. Morten Glamsø

stresses that the guards may only use their weapons in self-

defence or defence of others against an imminent threat to

life, mobility or ship. And he continues: “It is also important

that the shipowner is prepared. He must have plans and re-

sources ready to handle a critical situation during the voyage

such as a pirate attack or in worst case a hijacking.” Other fac-

tors the shipowner should consider are how to ensure a fully

updated picture of the situation and the threats in the area.

When the security team embarks the ship, the master must

ensure that the crew receives a briefi ng; including issues such

as the guards› weapons handling and management, as well

as how to behave during an eventual attack situation.

Jan Fritz Hansen concludes: «The signatures to the guidelines

have agreed on evaluating the guidelines, and if necessary

adjust them accordingly. Further it has been agreed that if

anyone receives knowledge on issues relevant to the guide-

lines, the information will be shared with the rest of the stake-

holders.» The guidelines are developed with Danish ships in

mind; however, the Danish Shipowners' Association has en-

couraged all its members to follow the guidelines, regardless

of fl ag when appropriate.

FACTS AND FIGURES

The cost for the shipowners’ anti-piracy measures is estimat-

ed to amount to 200 - 300 USD annually.

The Danish Shipowners’ Association, the Shipowners’ As-

sociation of 2010, the Danish Maritime Offi cers, the Danish

Engineers’ Association, CO Sea, the United Federation of Dan-

ish Workers, and the Danish Trade Organisation for Safety and

Security have issued a joint set of guidelines on the use of

armed guards.

The guidelines on the use of armed guards consist of 16

points to be considered by the shipowners, the unions and

the security industry.

The intention of the guidelines is to ensure that private armed

guards are used in a safe and proper manner.

When the ships are protected and as diffi cult as possible

to hijack, the navy will be able to prioritize proactive

actions against the pirates and their bases.“When the shi

to hijack th

13Daily news on www.danishmaritimemagazine.dk

The Danish martime cluster is taking great effort in develop-

ing new ideas to meet the challenges from environmental and

climatic demands of the future. One of the strong initiators

in this respect is Danish Martime – an organization for the

shipbuilding and supply industry.

Managing director, Jenny Braat emphasizes that industry’s in-

terest in these matters is rapidly increasing and visible in the

“Retrofi tting project” which is performing very well.

- Already many companies have joined the project and more

are coming in. We have supplemented the project with a com-

mon reference part, because of the importance of showing,

that you actually get return of investment, when investing in

ship projects, Jenny Braat says.

- The idea is that when the project is completely fi nished, we

are going to launch the project results through a common

platform.

- At the same time we will enter into dialog with shipowner’s

associations, shipping companies and major shipyards in

other countries.

- It's positive that so many companies support the project

which have such a variety of exiting products.

The scrubber works

- Jenny Braat points out that for instance the scrubber is an

element where you can say: We have something that we know

is working and we have a new legislation, which we know is

coming into force. Is all about getting it installed aboard the

ships around the world.

And it is important now

to initiate the process to

avoid a situation where

capacity is too limited

to meet the coming le-

gal requirements, Jenny

Braat says.

But in general she sees

no problems for indus-

tri to cope with environ-

mental orders to come.

- I think demand and

supply will secure a

smooth development,

and a continued green wave will benefi t the Danish shipyards

and shipping companies because of their generally high stan-

dards.

- This is an area, where we are clearly in front in Denmark, and

naturally we should do everything to take advantage of this

and get things going, she states and underlines, that

the strong efforts by Danish companies and institutions in

this fi eld should be supported from the political side by se-

curing good frame work conditions – in order to create growth

and new jobs.

Jenny Braat has no indication that the economic crisis has any

general negative effect on green commitment:

- The companies continue the development and maintain the

green thinking throughout their product development.

The crisis is primarily felt in the area of fi nancing. When con-

tracting new ships several companies face liquidity problems

mainly because the banks are reluctant to lent out money to

project in that size.

- From our point of view the situation differs from company

to company, but in general healthy fi rms – like our members

– are normally able to get the necessary funding, she says

warning the bank against being too risk-adverse:

- Our exports go to growing markets, and if Denmark is to get

out of the crisis, it is important to enable the industry to bor-

row – on pure market terms, off course, she underlines.

By Finn Bruun

DANISH MARITIME ON RETROFITTING:ENABLING EXISTING SHIPS TO MEET HIGH GREEN STANDARDS

Ever growing interest in the Danish Retrofi tting project, creates a positive

basis for new solutions raising existing ships to a greener level. Danish

Maritime strongly supports the development and urge politicians to secure

the right framework conditions to create growth.

Danish Maritime is the meeting place for Danish producers of maritime equipment and ships. The association initiates cooperation between member businesses in a variety of areas including research, development and inno vation, and it promotes favourable con-ditions for the Danish maritime industry.

Enabling existing ships to meet high green standards

- It's positive that so many companies support the project.


Shipping is getting greener, but…Green incentives could be stronger- We are clearly moving towards greener shipping, Mogens Schrøder Bech,

Head of Division, Danish Maritime Authority says. He is, however, underlining

that the incentives for better performance are not covering all kind of shipping

- On one hand we have the

environmental side of it,

which is about lower emis-

sions of NOx, SOx and clean

ballast water to avoid im-

porting invasive species

from other continents.

- On the other hand, we talk

about energy effi ciency or

climate: One should not burn

too much fuel to get the goods transported, he says.

- An IMO agreement on energy effi ciency says that marine

transport in 2025 on average should be 30 percent more ef-

fi cient than it is today.

- In this case regulation drives the development. But when it

comes to energy effi ciency an entirely different factor comes

in as well, namely the bottom line for the shipping compa-

nies. The more you can save on fuel, the cheaper you will be,

he states.

- But one must be aware that the shipping companies are dif-

ferent. Looking at Maersk Line and their container business

for instance, they pay the cost of fuel themselves and the

same goes for the ships they charter. For other shipping com-

panies the fuel is paid by the cargo owner.

Why do it

- But in general, the Danish shipowners claim that chartered

ships have a poorer energy performance than those owned

and operated by themselves. That has to do with incentives. If

a shipowner who charters out to a Danish shipowner does not

get anything out of using a quality bottom paint, then why

would he do that, he asks.

- Some shipping companies operate on spot markets, where

typically the charterer is the one to pay for fuel. This means

that these companies have no incentive to be fuel effi cient,

he explains.

The concept of incentive is quite topical at the moment. The

Danish Maritime Fund in December decided to give money to

a long-term research project at CBS, Copenhagen Business

School, to study the incentive structures and energy effi cien-

cy, i.e. the climate dimension. The researcher is Rene Taudal

Poulsen.

- The many new technical options in this fi eld will not neces-

sarily be utilized, although they may be very good, if some

completely skewed incentives exist in the market.

- More generally, one may question: What kind of fi nancing

models are actually used in shipping, Mogens Schroder Bech

asks. He believes that the existing models typically are unable

to appreciate an energy-effi cient ship.

- Basically, you can see a ship in two dimensions. One is CA-

PEX (Capital Expenditures), and the second is OPEX (Opera-

tional Expenditure). Maybe OPEX will be reduced by making

various investments in the ship – e.g. investing in new inno-

vative engine technologies.

- But when fi nancial institutions consider these calculations,

they typically tend to look short-sighted at it and indicate that

they do not believe that the market will value these invest-

ments, if a ship like that is going to be sold.

- So if you are in a market selling and buying ships, which you

are not going to operate for a long period of time, you might

never catch up with these energy investments, he says.

Regulation or CSR

On the environmental side, the regulation is an important

factor especially around sulfur, Nox and ballast water. Here

the environmental requirements often mean additional ex-

penditure for the owner. But whether it is the customer or the

regulation that drives the evolution is not quite clear, Mogens

Schrøder Bech thinks:

- Wider considerations are involved because CSR plays an

important part today. As I see it, the environmental issue is

driven by both factors: SCR and regulation, he says.

Coping with sulfur

Danish companies are well advanced

Green Ship of the Future will soon present the results of a

study based on a newly built Norden product tanker, sailing in

the ECA region (Emission Control Areas).

- The question is: how do you get this product tanker to com-

ply with the new sulfur regulations in the most economical

way. There are three possibilities. One is marine gas oil, the

other is to go over to gas, and the last is scrubbers, Mogens

Schroeder Bech says.

By Finn Bruun

Shipping is getting greener, but… Green incentives could be stronger 15Daily news on www.danishmaritimemagazine.dk

Specialised in on-site engine repairs16 Daily news on www.danishmaritimemagazine.dk

Offi cially Metalock Denmark has been a part of MAN PrimeServ,

MAN Diesel & Turbo’s after-sales service, since 2008, but the

company retains its own brand. They are specialized in the

on-site machining of crankshafts, bedplates and line boring

of two- and four-stroke diesel engines, so there is a constant

call for the 19 highly skilled service engineers, trained to

solve salvage jobs and mechanical emergencies for the mari-

time industry all over the world.

- Right now we have two engineers from Metalock Denmark

in La Paz, Mexico, to repair a bedplate on a large 2-stroke

900mm bore engine. Normally this job would take 3-4 months,

but they will fi nish in 3-4 weeks based on their cutting edge

tools that are constantly being upgraded or tweaked based

on fi eld service feedback. Status quo is not an option. We also

have two engineers in India machining landing surfaces for

cylinder liners, two in China repairing cylinder stud inserts

and eight engineers doing crankshaft repairs on a semi-sub-

mersible oilrig, says Managing Director Frank Hansen, who

has been in charge of Metalock since 2010.

SOLUTIONS ON THE SPOT

Metalock service engineers are professional machinists that

have been trained in-house to meet most of the challenges

they face on-site. They are typically called out to re-establish a

journal surface and geometry caused by bearing failures, but

often encounter a complex range of interrelated mechanical

problems that have to be solved under diffi cult conditions. It

is a job that calls for special skills and competencies.

- Our employees have to combine good craftsmanship with

entrepreneurial skill and inventiveness, says Frank Hansen.

Nothing is routine when it comes to the type of damages we

see, and our engineers have to be able to fi nd solutions on

the spot.

GIANT PLAYGROUND FOR CUTTING EDGE TECHNOLOGY

Sometimes the challenges and solutions lead to the devel-

opment of new tools, when the service engineers return to

Denmark. At Metalock’s headquarters there is a 1200 m2

workshop, which according to Frank Hansen is used as a giant

playground for developing tools.

- All our activities are on-site repairs. We never take parts in

for repair, so our workshop is only used for preparing and de-

veloping tools to be used aboard vessels and on windmills, at

power plants or turbine stations. For example, we have devel-

oped a new tool for line boring in the machining of bedplates

for two-stroke engines With a traditional tool the total repair

time for a bedplate on a two-stroke engine is 2-3 month. We

can cut this machining down to 21 days with the new tool.

Other technical innovations enable us to re-machine the main

bearing pocket without dismantling the crankshaft. No other

company can offer that kind of service, says Frank Hansen,

who is proud to add new inventions to Metalock’s cutting

edge technology within rotating mobile tools like the lathe

that can be built on-site around a damaged element.

From the maritime industry to wind mills and off shore

On-site repairs save customers a small fortune in reducing

yard time and putting the vessel back in service, and Metal-

ock has plenty of work for the maritime industry. Yet they are

planning to expand the market.

- Our expertise enables us to perform on-site machining of all

rotating elements whether from turbine shafts or windmill el-

ements. We also have customers within paper and steel roll-

ing mills, but right now we see the biggest growth potential

in the off shore industry. It is a conservative industry which

can be hard to penetrate, yet I’m convinced we could make

most machining a whole lot faster, easier and less costly than

more traditional repairs. When it comes to mobile machining

our performance is second to none, Frank Hansen concludes.

SPECIALISED IN ON-SITE ENGINE REPAIRSMetalock Denmark is one of a few companies worldwide that masters on-site

machining. A repair service that saves ship owners and insurance compa-

nies lots of time and money. Especially when the only alternative is a total

dismantling of the engine that leaves the vessel inactive and unproductive

for months.

Specialised in on-site engine repairs 17Daily news on www.danishmaritimemagazine.dk

Shipping in the Future: Active green knowledge makes a difference

- A year ago we were about 25 partners. Now we’re up on the

40th, project coordinator at Danish Green Ship of the Future,

Gary Magnus, FORCE Technology says.

- We are organized to initiate new studies leading to concrete,

large studies with many subprojects. A current example is a

RoPax ferry study where we look into how to optimize the

energy effi ciency. The goal is to achieve an improvement of

at least 25 percent, he states mentioning that the project is

supported by the Danish Maritime Fund.

- Typically, we have projects where two or more companies

are joining forces to develop something together.

- But just now we have constituted a new model where we,

as a part of the organization adds two new areas that will

make it more fl exible and easier to join the Green Ship of the

Future.

- Previously you had to be active in a project to take part,

but this created the side effect that the most active partners

completed their project, and thus no longer could partici-

pate. Therefore, we created subject-based focus groups with

each their topic and leader, he says, mentioning that this

could be ship performance, Sox abatement technologies,

technology related to regulations, alternative fuels, LNG or

ethanol and so on.

Focus groups have a particular topic and momentum in con-

trast to the second approach, the so called bubbles. Here we

meet around some ideas with no obligation or demand for

reporting. It’s fi ne, if something is achieved. If not, that’s ok

too. And the participants decide how much they will involve

the rest of the Green Ship of the Future organization, he says.

More green

According to Magnus Gary there is no reason to believe that

shipping would be less green. Quite the contrary.

- Politically, nobody wants to leave shipping for itself at this

point. Furthermore there is the oil price factor. Every percent

we can save on fuel, is a saving to the companies, he says,

mentioning that the outside world as well takes interest in

GSF’s activities.

Shipping in the Future:

Active green knowledge makes a differenceThe Danish industrial organization Green Ship of the Future is experienc-

ing growing support for its efforts and is ready to take the next organiza-

tional step after COP15. The goal is to continue carrying out technical stud-

ies enabling partners to create concrete solutions for the ships.

Christian Schack, General Secretary and Magnus

Gary, Coordinator, Green Ship of the Future: We

see growing interest in green projects.


Shipping in the Future: Active green knowledge makes a difference

He points out, that it is necessary with useful results and fi nd-

ings to drive development and that the organizational chang-

es have made member activities increase.

- The interest exists at all levels in the Danish maritime cluster

as well as politically.

At the same time all parts of the maritime industry are partici-

pating. Seven shipping companies are involved, the suppliers

are well represented as are consultants and R&D institutions

and public agencies as Danish Maritime Authority, the Dan-

ish Environmental Protection Agency and interest groups as

Danish Maritime and Danish Marine Group and educational

institutions. Virtually the entire spectrum is covered.

- We are a technical organization, so the purely fi nancial ele-

ments of shipping are not included.

- On the other hand, we always test whether the solutions we

develop are worth installing.

We can make all sorts of green solutions that never materi-

alize in practice, because they do not have a realistic pay-

back. That’s not what we want, we prefer to show the payback

time under a number of conditions so that you can relate the

results to your own business case to see if it pays. This is quite

important to us.

- Recently there was interest in project participation from a

foreign shipping company due to the proportion of our proj-

ects: They are near-to-the market and we focus on being able

to demonstrate their effect, which means you can install the

result on a ship and see if it meet your requirements, he says.

Development is becoming greener and attention seem to be

growing, which in the eyes of Magnus Gary is linked to the

GSF being a sound and healthy platform with the right focus.

- Some might wish for more marketing, but we are a techni-

cal forum, so developers must themselves be responsible for

marketing the products. If we started selling, we would lose

the credibility, which is the alpha and omega of such projects,

he says.

He prefers not to highlight one project over another.

- But looking at consultants and classifi cation companies’

area, their projects typically include LNG, which is of interest

to shipowners right now. DNV is, for example is looking into

the next step: Will it be bio-ethanol or ethanol or what?

Looking at the supply side, there are a lot different projects,

all related to the trade of the companies involved.

- What determines the focus in our world is who participates

and who brings knowledge to the market. I think participants

are quite active and open - even though you can never de-

velop without spending money. There are development hours

to be paid, but that does not cool corporate interest, he says.

Among the major participants in Green Ship of the Future, is

MAN Diesel, as many innovations are linked to the engine.

- MAN Diesel has invested much effort in development and in

doing things differently. It has both been in their own interest

and in other companies’ interest as they have been able to

play ball with each other, Magnus Gary points out.

No crisis slowdown

The crisis has not been a drag on the green development

- During the crisis, business has had more time, because

of the lack of orders. Naturally cuts were made until things

once again goes forward. So today organizations are more

optimized which leaves little room for much else than to do

what is it commercially important - namely to make money.

That is why the focus of development tend to go towards more

down-to-earth project and why we have restructured and re-

vised our vision, that originally was made up to COP15. By

then is was about two low-emission marine studies where we

before the summit should demonstrate and document how far

you could bring it with existing technology by being smarter,

says Magnus Gary, who emphasizes that the overall goal still

is 90, 90 and 30 – i.e. 90 percent down on the Sox and Nox

and 30 pct. down on CO2.

By Finn Bruun

19Daily news on www.danishmaritimemagazine.dk

Maybe cleaning in land: In search for the right cleaning of ballast water

Maybe cleaning in land:

In search for the right cleaning of ballast waterTreatment of ballast water is so gigantic a task for shipping that Danish

Shipowner’s Association want no stone left unturned in avoiding ending up

with the wrong solutions.

Therefore, there are expectations for the outcome of an inter-

national conference on ballast water in Copenhagen in March,

and therefore shipowners and ports have started a study with

a very interesting question: Can ballast water be treated in

land?

- It is important to put the item on the agenda to make the

challenges clear. So far it has mostly been a discussion in the

IMO, but now it is becoming more present and more impor-

tant for shipowners, politicians and offi cials clearly to under-

stand what the implementation of the Convention means. You

will be bound - within a relatively short time - either to install

equipment aboard the ships or otherwise ensure that the

requirements of the Convention are met, head of division at

Danish Shipowners’ Association, Peter Olsen, says.

- There are various technological solutions on the table, but

it becomes very, very expensive. We are worried if we get

enough environment for the money. We cannot be sure that

environmental problems are solved: the invasive species

come from ballast water as well as from fouling. And they can

themselves immigrate.

- Thus we risk throwing money into ballast water solutions

without being sure to avoid the invasive species. This needs

to be investigated, he says.

Environment and Economy

- We knew from the start that there are biological issues to

consider, and we want to be green and do something good

for the environment. But we must also ensure that we get the

right solution. Many companies are under pressure fi nancial-

ly, so we must carefully choose the environmental elements,

which really matters, Peter Olsen says.

- The Convention (D2), says that ships are not allowed to dis-

charge untreated water. If the Convention is adopted, it will

come into effect from 2014. It actually allows you to hand over

ballast water and thus avoid having equipment on board the

ship itself. This is interesting to investigate further especially

because of the retrofi tting-issue. Ships are not built to have

these large facilities onboard. In new ships, you can arrange

for the large installations, it’s a lot harder on existing ships,

he underlines.

Two ports

- Therefore the project will explore if there is a way to create

a business case around ballast water receiving installations

ashore or perhaps on a barge in the port.

We will, however, still have the question of infrastructure. One

port is not enough. Perhaps we could have a Danish port and a

foreign port, each with its own facility, he says, mentioning that

legislative issues might arise as well – like with sediment depos-

iting - if you bring ballast water ashore.

- The project has just started and should be completed at the

end of May or perhaps on the other side of summer, says Peter

Olsen. He hopes to get an answer as to whether this is a viable

option. The subject has attracted international attention because

it will be very signifi cant if you can hand in ballast water the way

you do with waste, Peter Olsen says.

The project is underway in collaboration with A. P. Moller - Maersk,

DFDS and Danish Ports and aims to fi nd for ways to establish mo-

bile reception facilities in ports as an alternative to installation of

equipment to treat ballast water on board ships. Reception facili-

ties may prove to be an interesting alternative.

By Finn Bruun


In recent years the debate on environmental and climate

change has intensifi ed and led to an increased focus on en-

vironmentally friendly behavior and practices in connection

with the operation of ships.

This strong climatic and environmental focus creates a need

for new solutions for the shipping companies; solutions based

on green values giving Danish maritime companies new busi-

ness opportunities. The existing fl eet, including ships that

have already been contracted and will be delivered within the

next few years, is now historically high, and for many years it

will represent the dominant part of the fl eet.

This project focuses on retrofi tting the existing fl eet, as this

already in the very short term, could contribute to a signifi -

cant reduction in emissions of CO2, NOx, SOx.

Process

The Retrofi tting Project consists of three process phases:

identifi cation, analysis and development.

There are a myriad of regulatory requirements for shipping

and its actors within safety at sea, and within maritime cli-

mate and environmental impact. In the mapping phase, we

focus on the major climate and environmental challenges

facing the shipping industry, including emissions to air (air

pollution), discharges into water (water pollution) and waste

and recycling. Recycling includes in addition to ship disman-

tling recycling across the listed challenges. In parallel we map

existing / new products / solutions and technologies based

on the Danish maritime companies and focusing on key chal-

lenges. Subsequently, we analyze the business and funding

opportunities, and establish project teams and development

collaborations. Then defi ne concrete projects, partnerships

and systems solutions (packages).

The last phase is the development of further climate-friendly,

economical, viable and effective solutions.

Green progress:

Retrofi tting creating new Danish impactThe Retrofi tting Project, which is made possible through support from the

Danish Maritime Fund, was launched by Danish Maritime. The project will

strengthen the Danish maritime companies and offer better and more cli-

mate- and environment-friendly products and solutions and subsequent ser-

vice in order to improve business competitiveness.

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Green progress: Retrofi tting creating new Danish impact 21Daily news on www.danishmaritimemagazine.dk

Green Ship of the Future: A cascade of new green solutions for RoPax ships

The new ‘low emission’ study will be driven by a large part of the compa-

nies in Green Ship of the Future and will investigate the possibilities of

reducing emissions from a Ro-Pax ferry.

The project is still in its early stages, but focus will be on the technical

elements within machinery and propulsion, however, it is also expected

that other areas affecting emissions will be investigated.

Solid benchmarking

The study will be performed on an existing Ro-Pax with an already known

operation profi le, making it possible to benchmark the emission reduc-

tions against existing data.

In the study, Green Ship of the Future and its members are initiating new

projects concerning HVAC (Heating, Ventilation and Air Conditioning), in-

sulation, windows and lighting, but there might also be projects within

investigating how the design of the cargo deck can decrease the loading

time in port and thereby help decrease the overall ship speed at sea and

still keep schedule with a reduction of emissions as a result,

The low emission Ro-Pax ferry study is to be led by the Danish OSK-

ShipTech who holds more than 40 years of experience as consulting na-

val architects and marine engineers. The study is partly funded by the

Danish Maritime Fund.

The participants are: Cavotech MoorMaster, Danish Shipowners’ Asso-

ciation, Desmi, Deif, DNV, FORCE Technology, Johnson Controls, Lloyd’s

Register, Martec, Novenco, OSK-ShipTech, RockWool, Saint Gobain Ma-

rine Applications, Scanel International, Vestergaard Marine Servic, Aar-

hus School of Marine and Technical Engineering.

GREEN SHIP OF THE FUTURE:

A CASCADE OF NEW GREEN SOLUTIONS FOR ROPAX SHIPSThe Danish technical forum Green Ship of the Future is initiating a

new ‘low-emission’ Ro/Pax ferry study.

Photo: Emission from ships can be signifi cantly reduced.


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