Danish Maritime Magazine 2-10 by Danish Maritime Fair

DANISH

M ARITIME MAGAZINE 2 - 2010

Ballast water Optimized fuel consumption How to make shipping greener Clipper Group prepares ferries for LNG MDCE Network â&#x20AC;&#x201C; Knowledge creates prosperity

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Danish shipping is leading the way in protecting the worldâ&#x20AC;&#x2122;s climate. When will you follow?

Danish shipping companies are making considerable efforts to help protect the climate. The course has already been set and our target is per ship to reduce carbon emissions by 20% by 2020. But the objective is for all shipping companies across the world to follow. Therefore fair regulations on a global scale are required, right now. Why wait any longer?

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DANISH

M ARITIME MAGAZINE

Photo: A.P. Møller - Mærsk

DANISH

M ARITIME MAGAZINE 2 - 2010

Layout: Nini Wittendorff Ballast water

2-2010 6 Danish shipping is on its way - when will the political leaders follow? 8 How to make shipping greener - The Ecological Council has the answer 10 Optimized fuel consumption with ECO Voyage planning tool 12 Climate regulation in the Baltic Sea as a competitive factor 15 Green Instruments and Danfoss behind new sensor 16 Clipper Group prepares ferries for LNG 17 Focus on ballast water 18 Green & Clean Ballast Water Treatment Systems 20 6th roundtable of the European Network of Maritime Clusters (ENMC) 22 Danish oil & gas suppliers courts Singapore 24 The future of industry is water-cooled 26 MDCE Network – Knowledge creates prosperity - Environment Networking in 2011

Optimized fuel consumption How to make shipping greener Clipper Group prepares ferries for LNG MDCE Network – Knowledge creates prosperity

Emma Maersk - One of the Maersk ships using ECO Voyage planning tool for optimized fuel consumption.

ISSN: 1903-5888 Editor René Wittendorff rw@erhvervsmagasinerne.dk Ads Anders M. Petersen Phone.: (+45) 7077 7441, anders@erhvervsmagasinerne.dk Publisher ErhvervsMagasinerne ApS Jægergaardsgade 152, Bygn. 03 I 8000 Århus C Phone.: (+45) 7020 4155, Fax: (+45) 7020 4156 Printing: PE offset A/S Next issue: February 2011 Copyright

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Danish shipping is on its way – when will the political leaders follow? By Bo Cerup-Simonsen, Vice President, Maersk Maritime Technology, Chairman of the Technical Committee, Danish Shipowners’ Association. Over the years, Danish shipping has made considerable efforts to protect the environment. The continuous growth of international trade and the public demand for a cleaner environment will lead to an increased number of international regulations demanding emissions reductions and better energy efﬁciency from ships. Danish shipping wishes to continue to take responsibility for continuously raising the bar with regard to environmental performance, acknowledging that this is a challenge as well as a unique opportunity for Danish shipping and the Danish maritime cluster - the Blue Denmark.

International Maritime Organization as the appropriate UN body to ﬁnalize the comprehensive package of technical and operational measures, which has been developed and made ready for adoption by its Marine Environment Protection Committee. In addition, Danish shipping encourages the International Maritime Organization to ﬁnalize and agree on a global market-based mitigation scheme for shipping operations. Only in this way, it is possible to secure a fair regulation on a global scale, which on the one hand will not distort competition and on the other hand will provide incentives for mitigation actions.

Strict environmental rules have already been set by the International Maritime Organization for the emissions related to the sulphur content in ship fuel, and this has sparked a substantial effort in research and development of abatement technology. Fuel costs often make up half of a ship’s running costs and it is therefore needless to say that shipping companies have a significant financial incentive to become more energy-efficient in operations - even without any regulation other than simple market forces. A wide range of initiatives and operational changes have already been implemented on Danish vessels - all the way from the overall management down to technical details like waste heat recovery from the exhaust gas, more effective fuel valves, better hull shapes, more effective interaction between rudder and propeller, more optimal trim and better antifouling paints. By these and other technical means Danish shipping considers it possible to reduce the CO2 emission per ton mile by 15 per cent between 2007 and 2020. By further slow steaming an additional 10 per cent or more could be achieved. Danish shipping is indeed gradually reducing its carbon footprint, but in order to make the whole industry move in the same direction and reduce carbon emissions on a global scale, political agreements are still to be agreed on and adopted. Danish shipping believes that the most effective way to a large, global reduction of CO2 emissions from ships begins with the political leaders at COP16 acknowledging the

Danish shipping is on its way – when will the political leaders follow?

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Clean sailing Founded in 1884, J. Lauritzen A/S (JL) is one of Denmarks leading shipping companies. With a broad-based newbuilding portfolio scheduled to enter our fleet in the coming years, JL is dedicated to ensuring that expansion is achieved in a sustainable and environmentally responsible way. The company is firmly committed to play its part in reducing CO2 emissions and JL is involved in a broad range of activities with the aim of improving energy efficiency and reducing emissions, in order to protect the environment and to provide customers with the best possible transportation solutions. Thus, JL will continue to provide ‘Oceans of know-how’ to partners worldwide and thereby enhance maritime safety and minimise environmental impact. For further information please visit www.j-l.com

OCEANS OF KNOW-HOW

How to make shipping greener - The Ecological Council has the answer

The Danish Ecological Council wants to introduce a voluntary labelling for ships, which will generate a market-driven demand for greener shipping. Environmental regulation is often seen as something negative. From a company perspective, the idea of introducing more regulation is maybe not the most inviting prospect. However, the Ecological Council suggests introducing a system, which the council thinks will give the modern Danish ﬂeet of merchant vessels a competitive advantage. -We suggest introducing a kind of labelling of ships like the labelling we know from refrigerators and freezers, which will go from A to G, for example. The labelling should measure CO2, SOx, NOx, and particles, says Kåre Press-Kristensen, MSc in environmental engineering, PhD, and external consultant at the Technical University of Denmark. -We know how much ships emit. This is the base line, and we are looking at reductions compared to the base line. For instance, if you reduce the CO2 emissions by 20 per cent, the ship should be labelled C instead of G, and if you also install an SCR catalytic converter, the ship should perhaps be upgraded to A. We look at the improvements, he explains. The shipping companies will have to use an external company to measure what the base line is and how much the improvements can give in relation to the labelling. -Our goal is to have big companies like Swedish Ikea to estab-

How to make shipping greener - The Ecological Council has the answer

lish green goals for shipping such as: In 2015, we will use 50 per cent C-labelled ships, and in 2018 we will use 80 per cent C-labelled ships. If a company like Ikea will set up these goals for shipping, shipping companies will live up to these goals. It will be a customer-driven demand, Kåre Press-Kristensen says. As many countries as possible Shipping is international, and the Ecological Council will try to make labelling as international as possible via the network of green organisations in the EU, the USA, Japan, China, and other countries. -We would prefer IMO to be the issuer of the labelling certificates. We do not know yet whether IMO will do that or not. If not, the World Wide Fund for Nature would be an obvious organisation, Kåre Press-Kristensen says. Shipping companies have previously presented an energy efficiency index, which is part of the Ecological Council’s proposal. -The energy efficiency index only consists of CO2, and the costs for society in connection with NOx, Sox, and particles are much bigger. For instance, SOx and NOx cause health problems in connection with air pollution. Our proposal includes the whole thing, he says. -As the first step we have written a publication for the decision-makers in big companies to explain the environmental problems connected with shipping and what solutions are available. We would like to have Ikea, Wal-Mart, and Nike included in a pilot project, in which we will be able to see whether this system can actually work, Kåre Press-Kristensen says. By Tina Altenburg

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Optimized fuel consumption with ECO Voyage planning tool Maersk Maritime Technology has developed a new voyage planning tool, which gives a shipâ&#x20AC;&#x2122;s captain decision support in choosing the most energy economic way of travelling from A to B. With this system fuel savings are expected. Maersk Maritime Technology (MMT) is a ship technology competence and knowledge centre within the Maersk Group. MMT is providing specialized technical support, performance management and facilitation of innovation, and one of the latest products from the department is a new version of the ECO Voyage planning tool. -The challenge for the shipâ&#x20AC;&#x2122;s captain is to call at the port at a certain time and during the journey he has to take into consideration such factors as wind, weather, current, maybe the ship has to pass through areas with close traffic or pirate areas, where the ship has to either slow down or speed up. All of these factors have to be taken into consid-

Optimized fuel consumption with ECO Voyage planning tool

eration, explains Kim Henriksen, senior specialist in MMT. -The basis is that keeping the same power or RPM on the engine all the time is as a first order approximation the most energy efficient way to conduct a voyage. The speed of the vessel will, however, fluctuate up and down because of all these influencing factors, something which can be difficult for the Captain to predict at the beginning of a voyage. ECO Voyage will provide information to the captain on the optimal power and RPM at the beginning of a voyage that will bring him to the destination at the right time taking into account variations in speed through the journey.

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Integration with the performance system Another factor to take into consideration is hull and propeller fouling which generally decreases the performance of a ship as function of time. Such information is also included in the planning tool. -The system is integrated with our performance system, which monitors the ship’s performance. The same models of the ship are used. Information such as fouling is therefore also part of the system and that is a very significant improvement of the system compared to other systems, Kim Henriksen says. Information on ocean current is received from the vessels several times each day and updated in the system. A captain, who would like to know the current pattern at a certain area on the journey, can therefore get information from other vessels that have sailed in the same area. -We are also supporting the vessels on schedule reliability. With the system it is possible to see where on the route you are, and whether you have to speed up to reach the destination point at the right time, Kim Henriksen adds. Fuel savings Although difficult to calculate, MMT estimates that it will be possible to reduce the fuel consumption by approximately one per cent depending on the experience of the captain and the crew. The system is now being tested onboard selected vessels, but the plan is that all owned vessels – container vessels as well as tankers – in Maersk will have the system installed. -The project is supported by the A.P. Moller Foundation and other shipping companies are welcome to participate in the system. The more vessels that participate the more we can learn on how to conduct the optimum voyage, for example more current observations can be shared, , so all shipping companies are welcome, Kim Henriksen says. Ship Performance Section The new version of ECO Voyage has been developed by the Vessel Performance Section within Maersk Maritime Technology. The Vessel Performance Section consists of 10 specialists, naval architects and seafarers, of which 4

M A R I N E C O AT I N G S

Kim Henriksen, senior specialist in MMT

holds a ph.d. in naval architecture. -We are providing Vessel Performance Management to approximately 400 vessels in Maersk Line and Maersk Tankers. With our services, the performance of the fleet is constantly monitored and actions are taken for vessels with reduced performance. In this way the performance of the Maersk fleet is constantly maintained at a high level, to the benefit of the environment and to the running costs of the vessels – explains Kim Henriksen. By Tina Altenburg

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Optimized fuel consumption with ECO Voyage planning tool

Climate regulation in the Baltic Sea as a competitive factor Shipping is a vital part of commerce and service sectors for the countries bordering the Baltic Sea and Europe. Baltic shipping is still growing, and some of the busiest transport lanes in the world go through the Baltic Sea. One of the biggest challenges for maritime traffic in these years is to reduce environmental impact while remaining competitive. The ambitious goal of cleaner shipping can only be achieved if all stakeholders, across national borders, work together to develop economically viable solutions with a better environmental profile. Through international agreements in the International Maritime Organization (IMO), the EU Marine Strategy, HELCOM Baltic Sea Action Plan (BSAP) and the EU Strategy and Action Plan for the Baltic Sea Region, Baltic countries commit themselves to taking measures to reduce harmful emissions and enhance joint co-ordinated efforts to make the Baltic countries a model area for clean waterways. BSR Innoship Accordingly, representatives from authorities, ports, shipping companies, and maritime interest organisations from nine countries around the Baltic Sea (including Russia and Norway) initiated the project “BSR Innoship”. BSR Innoship is part of the flagship project under the priority area 4 of the EU Strategy and Action Plan for the Baltic Sea Region. BSR Innoship aims at developing innovative solutions through knowledge and innovation and will run until 2013. The partners behind BSR Innoship hope to develop low emission technologies and implement joint projects and practical solutions, which will increase ship traffic sustainability, profitability, and competitiveness. At the same time, the shipping industry is subject to tougher environmental standards and increased fuel costs, which

novation. TOEF, EMUC, and TINV will exert their inﬂuence

requires heavy investment in new sustainable technologies. “By strengthening regional co-operation, we can learn from regional experience and techniques, share development costs and ensure uniform conditions for ship trafﬁc in countries around the Baltic Sea. We need to take actions to improve the industry’s long-term competitiveness and make the Baltic Sea region a frontrunner in sustainable trafﬁc”, says Steen Sabinsky, who, in his capacity as leader of The Danish Society of Transport Economics (TOEF), the Transport Innovation Network (TINV), and the Maritime Development Centre of Europe (MDCE), represents Denmark in BSR Innoship.

and actively participate in the project BSR Innoship. Similarly, we will ensure co-operation with existing projects such as Green Ship of the Future, Partnership for Cleaner Shipping and other initiatives. We will ensure that information, skills, knowledge, research, and best practices from the project are shared with maritime research institutions and educational institutions which may be interested in it”.

Co-operation with other initiatives: “As a major shipping nation, Denmark is at the forefront when it comes to maritime engineering excellence and in-

As a direct beneﬁt of the project the following can be mentioned: Preparation of a Manual of Best Practice on Clean Air Shipping

Climate regulation in the Baltic Sea as a competitive factor

“Why is this project relevant to me?” some might ask. At the end of the day, ecological, sustainable logistics and transport in the Baltic Sea is relevant to all of us.

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and Port Operations with recommendations on how to ensure the emission targets under the recommended and minimum statutory requirements of IMO, the EU, and the HELCOM framework. Preparation of an economic analysis of the costs of implementing said emission reductions. Both in terms of trafﬁc in the Baltic Sea as such and as part of major international transport and logistics chains. Establishment of an internet service where you can see emission levels on a map of the Baltic Sea. The project will also initiate the “Baltic Sea Wide Clean Shipping and Sustainable Port Operations Award”. The kick-off meeting will take place in Turku, 31 January - 2 February 2011. In preparation of the ofﬁcial kick-off meeting of the BSR InnoShip project to be held 31 January - 2 February 2011 in Turku, Finland, the 19 partners met in Helsinki this November. The kick-off meeting will include a public seminar for project stakeholders and a partner meeting. The draft pro-

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gramme and the registration form will be online in due course. The kick-off meeting is arranged in collaboration with Solutions 2011 - Nordic Conference on Sustainable Development in the Baltic Sea Region. FACTS about BSR Innoship: Behind BSR Innoship is 19 partners and 24 associates, representing the Pan-Baltic, national and local organisations in all countries in the Baltic region, including Russia and Norway. To ensure achievement of project objectives, the partners will co-operate with the central Baltic maritime stakeholders, including HELCOM and national maritime authorities when preparing recommendations for joint actions to ensure the competitiveness of the Baltic maritime industry. Lead partner is the Baltic Institute of Finland. Work package no. 3: Knowledge and capacity building for reducing air emissions from Baltic shipping Responsible partner is Finnish Meteorological Institute (FMI). Partners involved in implementation: Klaipeda University, Lithuania (KLU), Estonian Environmental Research Centre/Es-

Climate regulation in the Baltic Sea as a competitive factor

tonia (EERC) The Norwegian Meteorological Institute (METNO), Polish Register of Shipping (PRS), Maritime University of Szczecin/Poland (MUS), Chalmers University/Sweden, Latvian Maritime Academy, University of Eastern Finland. Associated partners in implementation: City of St. Petersburg (SPb), Port of Kotka (POK). Other ports to be conﬁrmed, HELCOM. Work package no 4: Enhancing and piloting transferable innovative cost-effective low-emission solutions for Baltic shipping Responsible partner is Gdynian Naval Academy & University of Rostock. Partners involved in implementation are Kymenlaakso University of Applied sciences/Finland, Technical Research Centre of Finland (VTT), Polish Register of Shipping, Szczecin Maritime University/ Poland, GAUSS mbH - Environmental Protection and Safety in Shipping/ Germany, University of Rostock, University of Södertörn/Sweden, Latvian Maritime Academy and ports to be conﬁrmed. Associated partners involved in implementation are: Finn-

Climate regulation in the Baltic Sea as a competitive factor

lines, Viking Line, Scandlines, TT-Line, Engine manufactures/ Wärtsilä and City of St. Petersburg/Russia Work package no 5: Strengthening joint transnational efforts and reconciliation of various needs and interests to establish the Baltic Sea as a low-emission area with competitive marine industry Responsible partner is UBC Environmental Commission Partners involved in implementation are University of Turku, Centre of Maritime Studies (UTU)/ Finland, GAUSS mbH/Germany, University of Södertörn/Sweden, Maritime Development Centre of Europe (MDCE)/Denmark and Latvian Maritime Academy Associated partners involved in implementation are HELCOM, City of St. Petersburg/Russia, Centre of Expertise Programme, Maritime Cluster/ Finland and ports to be conﬁrmed. Please visit http://www.maritimecenter.dk/konferencerogarrangementervedemuc/projekter/ for more information on the project.

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Green Instruments and Danfoss behind new sensor Shipping has focus on the environment and stricter rules concerning emission of gases means new demands for measuring equipment. The Danish Maritime Fund is supporting a project ﬁnancially where Green Instruments A/S in co-operation with Danfoss IXA are developing an emission sensor, which can be placed directly on the funnels of the ships to measure both smoke and gas emissions. The development of the new sensors will consolidate Denmark’s dominating position in shipping and secure a position on the market for emission measuring. The new project brings Danfoss IXA and Green Instruments on the forefront of the increasing demand for measuring instruments for shipping, and the ﬁnancial support of the Danish Maritime Fund enables them to combining the unique sensor technology of Danfoss IXA with a platform from Green Instruments. The result is an extremely robust product, which can measure CO2 emissions and nitrogen oxides from ships. The black smoke For Green Instruments the news strengthens the basis of the enterprise. -Green Instruments was founded a little more than ten years ago as a sister company to Scandinavia Boiler Service because of a recurring problem with the black smoke from the funnels – especially a problem in American waters, says Sales Manager David May, Green Instruments. Equipment to reduce the impact of smoke was available, but it often caused problems. It was not robust enough and therefore easily broke down, and Poul Sørensen, CEO and founder of Green Instruments, therefore set to work on developing new systems. The result was emission measuring instruments which, among other places, have been installed in many cruise ships with great success. Among them the two biggest of the world - Oasis of the Seas and Allure of the Seas - which earlier this year slipped under the Great Belt Bridge on their way from the Finnish shipyard to Florida. - For cruise ships it is especially important to reduce black smoke - people prefer to obtain a dark complexion by sunbathing on the deck, David May states dryly.

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Increasing interest Every funnel has its smoke or gas source: The engine, boilers, and the waste incinerator. With an emission measurer in the funnels it is possible to document to authorities and clients how much black smoke, gases etc. which is emitted because of the incineration processes. The authorities can ﬁne enterprises, and the easiest place to do something about the problems is the emissions from the boilers. It is not just an important issue to cruise ships. Also tankers are interested in documentations. The oil companies’ organisation, OCIMF, refer to measuring of SOx, NOx, and smoke from all funnels and is thereby a pioneering organisation in the maritime business. -The interest in emission measuring is increasing, and OCIMF has already in 2010 made demands for measuring of CO2, and by 2016 all new ships have to reduce emission of nitrous gases (NOx) by 80 per cent. It creates a great demand for equipment to measure emissions directly in the funnels, David May says. The placing on the ships makes special demands of the measuring equipment. - It has to be simple, easy to maintain, payable, inexpensive to operate and not especially space-consuming. Contrary to for instance a power plant, there is less space on a ship, and, at the same time, every engineer has to be able to operate the equipment. He cannot call a specialist, if a problem arises, David May says. By Karen Sloth

The measuring equipment on board has to be simple, easy to maintain, payable, inexpensive to operate and not especially space-consuming. The equipment from Green Instruments meets the requirements.

Green Instruments and Danfoss behind new sensor

Clipper Group prepares ferries for LNG The Danish Clipper Group has ordered three new double-ended ferries, which are being prepared for LNG. Although the LNG infrastructure is not in place in Denmark, Clipper Group thinks it is important to think of how to reduce CO2 emissions and the emissions of sulphur. -Small ferries use relatively small amounts of diesel; for example, we use five tonnes of diesel per day sailing between Spodsbjerg and Tårs. The ferries require 35 cubic metres of LNG, making us able to sail back and forth for three days and then fill up during the night, Per Gullestrup says. He explains that by preparing the ferries for LNG from the start, the cost is only 3-4 million Euros per ship, whereas it is often expensive to retrofit a ship.

LNG is a transition phase. It is not the ﬁnal solution. Natural gas will, however, be available for many years to come and it is a quite clean fuel, says Per Gullestrup, CEO of the division Ferries/Ro-Ro in Clipper Group, adding that LNG as a fuel reduces CO2 emissions by 25 per cent, whereas the emissions of SOx and NOx are actually eliminated. Per Gullestrup therefore thinks it is worth preparing new ferries for LNG, and he thinks the same should be done, when many of the small Danish ferries, over the next 10 years, have to be replaced by new ones. Clipper Group has ordered three new ferries for LNG. The ferries will be double-ended ferries built so that the diesel engines will generate electric power to the propellers. But the electric power could come from either traditional fuel or from LNG. The difference is that LNG demands two engine rooms, because in case of a gas outbreak, it will be necessary to evacuate the engine room. -We therefore make room for two engine rooms and an LNG tank, Per Gullestrup says.

Clipper Group prepares ferries for LNG

Sulphur limit from 2015 From 2015, ships calling at North European ports have to use fuel with only 0.1 per cent sulphur content. It makes fuel more expensive, and shortages will probably arise. LNG could be the solution, since the price on natural gas has developed in such a way that natural gas is now almost 20 per cent less expensive than oil. However, the LNG infrastructure on shore is not in place in Denmark. -On the land side, we will buy a small-scale LNG plant, which will satisfy the need for the three ferries. A distributor of gas, for example Dong Energy, is the part to invest in the plant. In return, we will sign a contract agreeing to buy a certain amount of gas over the next 10 years, so the company is certain that the gas will be sold. At present, we are negotiating with a number of companies on this matter, Per Gullestrup explains. -It would be possible to place a number of small-scale LNG plants around the country. You do not have to spend millions on a large-scale terminal, he says. The LNG plant will have input from the domestic net of natural gas, and lorries will deliver LNG to the ferries. -We invest 3-4 million Euros in preparing the ferries for LNG, and it pays in the long run. In 2015, the ferries will only be 3-4 years old and will then still be able to sail for many years. It could be a fantastic pilot project. Over the next 10 years, many of the Danish ferries will have to be replaced because of age, and it could be the time to convert to LNG, Per Gullestrup says. By Tina Altenburg

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Focus on ballast water LITEHAUZ is ready with environmental assistance for shipping when treatment of ballast water soon becomes a legal requirement. When ships load ballast water in South America and let it out again in Europe, many sea animals get a new home. But they are not particularly welcome in the new waters, since they can threaten existing stocks of fish, shellfish, clams, oysters etc. In Denmark, among others species, a goby and oysters from the Pacific Ocean have made their entry, and even though they are edible and also taste well, they are still considered as invasive species, which we would have preferred stayed at home. That is the reason why there is so much focus on ships’ ballast water, and a convention on initiatives to deal with the problem is in the pipeline. That is the statement of Frank Stuer-Lauridsen – owner of the environmental consultancy business LITEHAUZ ApS. He has just returned from International Conference & Exhibition on Ballast Water Management 2010 (ICBWM2010) in Singapore. - The convention has not come into force yet, but it is only a question of time. At present, 27 countries have agreed to the convention corresponding to 25-32 per cent of the tonnage, and the rules become a reality when 30 countries with at least 35 per cent of tonnage back the convention, he says. Treatment facilities on board It is expected to happen in 2012, and from 2014 and 2016 it becomes a legal requirement to install treatment facilities for ballast water on board to clean the water when it is loaded and discharged. -It is something we go into great detail with when the countries and the International Maritime Organization (IMO) have

to assess whether the facilities meet the requirements, Frank Stuer-Lauridsen says. There are only about ten types of treatment facility on the market. But it is estimated that almost 50,000 ships are to invest in one of them. - Ships are different, so it is important to make the right choice the first time concerning need, energy consumption, and size, since the facilities are expensive. A lifelong marriage has to be expected, he says. However, a dispensation from the requirement can be granted after a risk assessment. For instance, a dispensation can be granted to ferries in regular service, supply and guard ships at wind farms or oil and gas installations offshore, i.e. ships which only sail in a particular area. A dispensation can make it difficult to move the vessel to new jobs or sell it, but the tanks can be cleaned. International rules One of the purposes of ICBWM2010 is also to create clarity on the international rules, since regional rules are already being developed among impatient countries. For instance, Australia and New Zealand have already moved on and have made strict rules on hull fouling. The Western Australian waters are especially in focus, and here ships with hull fouling have to land or dock in for example Singapore first and have the hull cleaned either with divers or in the dock. - It is expensive. Very expensive, but we probably have to expect that the rules in certain countries regarding hull fouling and the international ballast water rules have come to stay, he says. LITEHAUZ specialises in assessing emissions to air and water from ships. LITEHAUZ offers consultancy service to ship owners on substances harmful to environment and health and offers a programme on Internet-based environmental management designed according to the individual’s needs. By Karen Sloth

- We probably have to expect that the rules in certain countries for hull fouling and the international ballast water rules have come to stay, Frank Stuer-Lauridsen says. Singapore is among the world’s greatest ports and is a natural base for ICBWM2010. This is what the ballast tanks look like from the inside - here from a test facility for tanks.

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Focus on ballast water

Green & Clean Ballast Water Treatment Systems There are several methods to be used for treatment and disinfection of ballast water, but not all of them are recommendable from an environmental viewpoint. The Blue Planet More than 70 % of the globe is covered by water. Water is a condition of life and all areas of the oceans have their own unique ecosystems that have developed in different directions since the dawn of time. Since we began using ships to transport goods, ballast has been a necessity. In the beginning stones were used as ballast, but since the introduction of steel ships and the possibility of integrating tanks, seawater has been used as ballast medium. Concurrently with the increasing world trade between the individual countries and continents millions of cubic metres of water have been “moved”. These large quantities of water containing micro-organisms have been mixed in the different habitats, which has had hazardous consequences for the local maritime ecosystems. The IMO convention for control and management of ships’ ballast water stipulates that vessels must remove all living organisms from the ballast water before emptying the water into the ocean. This necessitates the use of a ballast water treatment system that purifies the ballast water when the ballast water tanks are filled and again when they are emptied. Bragging Danes In Denmark we often brag about our strong position in development of ‘green & clean technologies’, and now we have yet another possibility to do so - in the field of ballast water treatment - a new Danish company has been born with three parents. Desmi Ocean Guard Ltd. is utilizing the vessel operation expertise from A. P. Moller-Maersk, the water treatment expertise from UltraAqua and the pumping expertise from Desmi,

Green & Clean Ballast Water Treatment Systems

giving the company a unique platform for being able to develop a reliable, cost effective and 100 % efficient Ballast Water Treatment System having all potential implications into consideration already from the very start of developing the system. The system is a hybridisation of several methods involving mechanical filtering, ozone and UV-light. No chemicals are involved and even residuals of ozone are incinerated by UVbeams and resulting there are no threats to environment or infrastructure of the vessels using the system. One of the features of Ocean Guard system, is the comparatively low energy consumption (10 kW / 100 m3 treated water) and the low maintenance costs. The life time of wear parts is typically >12,000 hours. Desmi Ocean Guard offers two system setups; - low pressure system with a capacity up to 3600 m3/h - pressurized system with capacity up to 5400 m3/h The pressurized system is primarily aimed at retrofitting where space is a limiting factor, whereas the low pressure (gravity) system is expected to be used in new-buildings. Both systems are equipped with full electronically monitoring and management systems allowing the personnel on the bridge to follow and control the treatment via touch- screen and mimic pictures providing complete overview of the system incl. each component in the system. Logging of events, alarms etc. is also included. It is estimated that approx. 50,000 ships will have to install ballast water treatment systems and that each ship will have two systems installed, one for each ballast pump. It is anticipated that the so-called retro-fit installation on board existing ships will be made in the period 2012 – 2019. After that ballast water treatment systems will primarily be installed in new-buildings.

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DESMI A/S already produces ballast pumps, cooling water pumps and other pump solutions for the marine industry and is especially known for delivering very energy-efficient pump systems. Further-more, DESMI has a wide knowledge of general energy optimisation of cooling water systems, which can save the ship-owners more than 50% of the energy costs. The Ocean Guard system was introduced at the SMM marine exhibition in Hamburg and expects to deliver the first systems in 2011. “There is a huge potential and having an approved and unique system we can only have a positive view of the future,” says Henrik Mørkholt, Sales Director at DESMI A/S. International certificate A ballast water treatment system must meet the demand of IMO, but already a number of countries (e.g. USA, Australia, New Zealand) has developed their own stricter rules. Ocean Guard is well under way with the testing of a 400 m3/h system, which is to go through some very demanding tests at the recently finished DHI test facilities for ballast water treatment systems. The facilities are situated in the harbour of Hundested, Denmark, and are state-of-the-art when it comes to testing these systems. The land-based test is conducted in accordance with the guidelines published by the International Maritime Organization (IMO) and may include additional analyses to comply with the protocol of the US Environmental Protection Agency. DHI’s land-based test facilities have access to ambient sources of natural freshwater, brackish water and high saline water, and testing can be conducted in either temperate or tropical climate in all seasons. The test facilities and the standard operational procedures are certified and accredited by Lloyd’s Register. Performance of land based and shipboard tests will also be certified and accredited by Lloyd’s Register. DHI Ballast Water Centre with facilities in Denmark and Singapore is offering flexible solutions for developers of ballast water management systems with a 'one stop shopping concept' which implies that technology developers can obtain a broad range of technical services by using DHI as the sole service provider. DHI has: - A land-based test facility at Hundested, Denmark, using natural freshwater, brackish and high saline seawater - A flexible system (up to 500 m3/h) for pumping water in ballasting and deballasting operations during pilot and full scale tests - Challenge water amended with POC, DOC, TSS and organisms made in a supply tank in any volume up to 550 m3 to fulfil the IMO G8 requirements By Jesper Heldbo

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The A.P. Moller - Maersk Group is a worldwide organisation with about 120,000 employees and ofﬁces in around 130 countries – with global headquarters in Copenhagen, Denmark. In addition to owning one of the world’s largest shipping companies, we are also involved in a wide range of activities within the energy, shipbuilding, retail and manufacturing industries. UltraAqua is founded by Jens Skjølstrup and Ole Grønborg, and is today a leading company within sophisticated water treatment. Treatment and hygienisation of water in aquaculture facilities, in Zoo’s with large basins constantly contaminated with organic material and in public swimming pools are cornerstones in UltraAqua’s competences. New technology allows water to be treated effectively abandoning the familiar hazardous chlorine concentration just above the water line in swimming pools. The DESMI group is one of the oldest companies in Denmark. The mission of DESMI is to develop, manufacture, sell, and service pumps and pumping systems, environmental equipment, and special products related to these areas. DESMI A/S operates globally in sale and sourcing of components. Sales are affected directly and through wholly or partly owned companies, agents, and distributors.

Green & Clean Ballast Water Treatment Systems

6th roundtable of the European Network of Maritime Clusters (ENMC) The sixth roundtable of the European Network of Maritime Clusters (the Network) was held this November in De Wittenburg, Wassenaar. The Network gathers once a year to discuss the current development and activities of the European Maritime Clusters. The Dutch maritime cluster, chaired by Niko Wijnolst, hosted the event this year. The Danish Maritime Cluster was represented by the Maritime Development Center of Europe / Co-ordinator Katrine Bjerregaard. The objectives of the European Network of Maritime Clusters are simple: to promote and reinforce the European Maritime Cluster and its maritime sectors. This has been done by setting up a network, quite informal to begin with, which will create a link, to be reinforced year after year, between national cluster organisations.

6th roundtable of the European Network of Maritime Clusters (ENMC)

The purpose of this Network is to put the entire European maritime cluster on the map. The size and the interrelation of the maritime sectors should be clearly expressed, and the Network provides a platform from which joint activities can be developed. However, the Network should not replace the maritime trade organisations, which have existing representation and â&#x20AC;&#x153;traditionalâ&#x20AC;? lobbying structures well in place and are most useful to their members. The Network can become the channel through which trade organisations can be jointly active - at least indirectly - in support of their

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own lobbying activities. Apart from this function, the Network could provide the cluster knowledge basis, which can support trade demands. Although the maritime clusters are constructed differently and work differently from country to country, there are many common denominators, and many of the same issues to work on. A core part of the programme is therefore the clusters’ presentations of the past year’s activities, challenges, and successes. All presentations are publicly available on the website http://www.european-network-of-maritime-clusters.eu. New clusters emerge Four newly established cluster organisations attended this year’s roundtable: UK, Belgium, Greece, and Portugal. The rise of new clusters raise the question of how this network can be used most effectively in future, both on a national level, but also as a common European entity. Among the issues discussed was how ENMC can contribute to the EU maritime/ transport policy and/or research and innovation. Energy and green ship technology At this year’s roundtable, some of the re-occurring subjects were energy and alternative fuels, in particular LNG, which both Denmark, Norway, Finland, and the Netherlands have initiated large-scale projects about. In this connection, the future of Green Ship technologies was discussed. The decrease of European-built ships concerned some clusters. They particularly questioned where the ‘green ships’ will be built in future. Other clusters raised the question of how to increase political focus and awareness of the subject. The programme ﬁnished with a guided tour of the port of Rotterdam to see recent developments and a lunch at the Yacht Club De Maas.

– solutions on the move The company name is new but the experience and expertise remains. Royal Arctic Logistics offer a solution if you need services within forwarding, transportation or port operations. For instance: · Air freight · Sea freight · Port agent · Stevedoring · Container handling · Warehousing

Royal Arctic Logistics is a merger between Royal Arctic Liner Agency and Arctic Container Operation

More information about the ENMC on: www.european-network-of-maritime-clusters.eu If you want to be a member of the Maritime Development Center of Europe, which represents The Danish Maritime Cluster, please apply at our website: http://www.maritimecenter.dk/ medlemsskab/

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Royal Arctic Logistics A/S P.O. Box 1629 3900 Nuuk P.O. Box 8432 9220 Aalborg Ø

www.ralog.dk Tel. +299 34 92 90 Tel. +45 99 30 32 34

6th roundtable of the European Network of Maritime Clusters (ENMC)

Danish oil & gas suppliers courts Singapore Danish suppliers are proud of their international renown which springs from Denmark’s history as a leading maritime nation along with its experience derived from the challenges at the North Sea. Now the Danes want to win the heart of the oil & gas industry in Singapore. Denmark is a nation of seafarers. The Danish oil retrieval entrepreneurs and subcontractors have drawn on the know-how of the maritime industry which is rich in traditions, and the oil & gas industry has grown especially strong and competitive in the knowledge based areas. The reputation of Denmark as a leading maritime nation has evolved over many centuries. Today, the country is amongst the ﬁve biggest shipping nations, especially owing to the A.P. Moller-Maersk Group – the largest container ship and supply vessel operator in the world - comprising the subsidiary company Maersk Oil & Gas. The Danish Export Association has recently founded the Danish Offshore Energy Group for the purpose of creating a strong network within the oil & gas energy sector, and the network has joined forces with The Danish Trade Council to strengthen its impact on the main sectors of the offshore oil & gas industry. Owing to the Danish Offshore Energy Group, Denmark will - for the ﬁrst time ever - be represented by a joint booth at the OSEA

2010 expo in Singapore (30. November - 3. December), and the Danish ambassador will be a guest of honour and make the official opening of the Danish National Pavilion. Optimizing production to retrieve last oil The last oil is a long way off, but the limited resources means that it is necessary to develop new technology if we are to squeeze the oil and gas from the reservoirs. Denmark initiated the supply of natural gas from the Danish North Sea more than 25 years ago, and Danish companies have developed sophisticated techniques with water injection to get a greater share of oil from underground in the North Sea, where the availability of oil and gas are scarce. Upcoming Danish technology is working on introducing CO2 injections as well, which will make it possible to get the last percent of the exploited oil fields. Furthermore, new difficult districts such as the arctic areas will be explored, and prospecting for oil will take place in deep waters to a greater extent in the future. Climate and security on the agenda The international oil industry is entering a new era: the period after the oil spill incident in the Mexican Gulf. Today, the biggest

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Danish oil & gas suppliers courts Singapore

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challenge of the oil & gas industry is the environmental and safety concerns - the industry is suffering from a damaged reputation in the public, and global heating, pollution and CO2 emissions are more than ever on the agenda. A “no discharge policy” was introduced on the North Sea more than 10 years ago and the Danish offshore industry has developed a lot of know-how in this ﬁeld. Furthermore, because Danish subcontractors have been active for a long time in the North Sea where standards and restrictions are amongst the strictest in the world, they have an advantage when applying for permits on the world market. Because of the recent incidents, the oil industry will be met with stricter legal requirement and rules in the future – especially with regard to exploitation in deep waters. This means higher costs. Every single one of the components must meet the quality demands throughout the life span of the product. A chain is only as strong as the weakest link – this is one of the lessons learned from the oil spill in the Mexican Gulf. This interaction between components in a safe and environmentally sound manner is exactly what many Danish sub-suppliers are specialized in, and this message is what they hope to communicate in Singapore. To know more about the Danish companies or the Danish Offshore Energy Group please contact Jørn Hansen on jorn.hansen@dk-export.dk or 8720 4566.

Danish companies to be represented at OSEA: CC Jensen A/S - Filter Division DEIF A/S DESMI A/S Elektromarine A/S IHM P/S Inexa TNF Aps Logimatic Offshore & Marine Contacts TRESU Marine & Offshore Walter Schnorrer ApS Welding Equipment

Ajou Mas

Management and Technology

The Danish Engineer’s Association’s business conference, Ajour 2011, focuses on Management and Technology and on how engineers contribute to optimizing energy consumption and operations cost, green technology and efﬁciency.

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Expand you professional network, attend a variety of interesting talks and experience the latest technology at a conference with up to 100 exhibitors.

As an exhibitor you get access to a unique and professional summit meeting where you have the possibility of introducing new products and services to the right target group of technical managers and competent decision-makers. Become a part of the success and book your stand now with Lisbeth Groth Haastrup, Danish Engineer’s Association, on +45 2267 6131 or lgh@mmf.dk