DANISH
ERHVERVSMAGASINERNE
M ARITIME MAGAZINE 1 - 2011
Theme
Piracy Real researchers knock rust
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M ARITIME MAGAZINE
Photo: Clipper - Layout: Nini Wittendorff
ERHVERVSMAGASINERNE
DANISH
M ARITIME MAGAZINE 1 - 2011
Theme
Piracy Real researchers knock rust
ISSN: 1903-5888
1-2011 Theme - Piracy 6 Efforts against piracy 8 Piracy needs to be fought locally 10 Control in land is important 12 Stricter sanctions against pirates are wanted 14 Countermeasures against Piracy 13 EMUC & Green Ship of the Future (GSF) = “Promoting opportunities” in the EU project “BSRInnoship” 15 Advisory Board 16 Clorius Controls is keeping an eye on India 18 From shipyard industry to advanced technology 20 Frederikshavn leads the way to the future of the maritime industry 21 New safety rules increase the costs of shipping companies 24 Real researchers knock rust 26 Danbor Service is strengthening globalisation 28 New Danish early warning alarm system to save lives on board ships and oil rigs 30 HACT provides five years of knowedge in just one week 32 Maersk Broker Agency in new markets 34 Reduction of sulphur emissions - meeting new requirements
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 Layout: Michael Storm, Designunivers Next issue: 14th of April 2011 Copyright
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Efforts against piracy The escalation in January 2011 of piracy attacks in the whole Northern Indian Ocean has given rise to discussion. In particular two things should be prioritized: Tackling mother-ship and the possibility of using armed guards. The DSA calls for increased international capacity to deter piracy, in particular naval vessels in the area as we consider the protection of international shipping is a governmental responsibility. The UN Security Council must understand that
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Efforts against piracy
it is a threat to the region’s economic development for international trade. If the situation does not change it might have consequences for the economy and trade, and thus for the development in the region. Furthermore, the existing mandates under the UN resolutions should be exploited much more including the military to focus on increased efforts against mother-ships. The pirates’ extended use of mother-ships has contributed to the recent escalation in the Indian Ocean and Arabian Sea because major hijacked commercial ships are now increasingly used as mother-ships. However, it must be a military analysis that determines how such an active effort is made. The ability to get armed guards on board those ship types where it is necessary in the current situation is needed. It is preferred that the guards should be soldiers under military command. Alternatively, private security guards should be of high quality and preferably certiďŹ ed in accordance with international rules. In the long term, effective prosecution and imprisonment in the region is needed, and also establishment of a coast guard. These vessels should be allowed to make pinprick operations on shore against the piracy bases. Eventually, vessels and responsibilities should be transferred to national authorities. Hence it is also an exit strategy. Internationally, the International Chamber of Shipping (ICS)
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should set the political agenda together with other international shipowners organizations and ensure compliance with the internationally developed Best Management Practice to deter pirate attacks. Executive Vice President Jan Fritz Hansen Danish Shipowners’ Association
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Efforts against piracy
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Piracy needs to be fought
locally It is of no use to settle for symptom-based treatment, says Per Gullestrup from the shipping company Clipper Group, which has their own experiences with Somali pirates. Piracy needs to be fought by establishing both a judicial system and a coast guard in Somalia. In 2008, Clipper Group’s cargo ship CEC Future was hijacked, and both ship and crew were held hostage for 71 days before they were released. Per Gullestrup, CEO and partner in the Clipper Group, was personally involved in the negotiations with the pirates, which resulted in the shipping company paying a ransom of nine million DKK. Subsequently, one of the pirates was sentenced to 25 years of imprisonment in the USA for participating in the hijacking. Therefore, Per Gullestrup knows what he is talking about when it comes to piracy. -Over the past six months, the problem has exploded. A transit corridor has been created for sailing through the Bay of Aden, and if the ships keep within the corridor, they are reasonably safe. But the pirates have begun to hijack fishing vessels, which they use as mother ships to have a larger operating area, Per Gullestrup explains and adds that, today, pirates are operating in the whole of the Indian Ocean. -It is necessary to see to political awareness in the area. Otherwise, the problem drops off the radar screen so to speak. We chose to make considerable use of the media in the process with CEC Future, and since that time, we have been working closely together with the Danish Shipowners’ Association in order to be visible in the debate, Per Gullestrup says.
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Piracy needs to be fought locally
Consequences to East Africa After the hijacking of CEC Future, the Clipper Group has made the decision to no longer be in the East Africa trade, simply because it is too risky. In the same way, Per Gullestrup is of the opinion that piracy has a number of commercial consequences for the countries in East Africa. -Several shipping companies refuse to sail to Kenya and Tanzania, and, as a consequence, these countries will suffer commercial consequences, which, in turn, puts a pressure on the international community. China has very significant interests in Africa, because they buy raw materials in Africa. We may well have the situation where China protects its ships when they need to sail to and from Kenya and Tanzania. In that case, it will give China a competitive edge, Per Gullestrup says, who also thinks that there is every reason to fight piracy.
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Capacity-building in Somalia Per Gullestrup points out that it is not enough to treat the symptoms to ďŹ ght piracy. -It is necessary to work on a long-term solution while treating the symptoms. It is crucial to strengthen capacity in Somalia. We need to assist Somalia in building prisons and establishing a judicial system so that when warships catch pirates, they can hand them over to the local authorities at once. Instead, pirates are prosecuted internationally, for the moment. But we believe that it will have a more deterrent effect on pirates, if they know that they will not go to prison in Denmark, but in Somalia, he says. As another important issue he points to the need for establishing a coastguard in Somalia. -A coastguard will prevent pirates from sailing to the so-called safe havens. Pirates anchor their ships off the coast and supply them with provisions. They will not be able to do that if a
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local coastguard exists, and it would be a relatively inexpensive way to ďŹ ght pirates, but, naturally, it is a huge challenge to establish a coastguard, Per Gullestrup says. Nevertheless, Per Gullestrup is of the opinion that a coastguard is what is needed to ďŹ ght piracy, and there is no doubt that piracy needs to be fought, since it results in heavy expenses for the shipping companies and traumatises the sailors involved. -Our stand on the matter is not strong enough. The matter is too distant. If it was a plane in Copenhagen Airport, which was hijacked, focus would be much stronger. But, actually, around 700 sailors are being held hostage down there, at the moment. Both the sailors and their relatives are traumatised because of it, and still we are doing nothing, Per Gullestrup says. By Tina Altenburg
Piracy needs to be fought locally
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Control in land is important Piracy is not a new phenomenon. It has been known for centuries, and history shows how to solve a problem like piracy in the Bay of Aden. It is necessary to go ashore to control the pirates’ network. History shows that pirates have been a problem many places all over the world, and as countless as the pirates have been, just as countless have the methods to fight them been. Still, it is possible to point to two different methods, says Thomas Heebøll-Holm, PhD student at University of Copenhagen. He has an MA in history and does research in piracy with special focus on the Middle Ages. - Even if many things have been tried through history, you can point to two classic methods. One is to pay protection money. The other is to occupy the pirates’ bases ashore. An example is the North African Barbary pirates in the 17th century. The merchant ships paid them protection money, but
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Control in land is important
it did not last long, because the sums kept getting bigger and bigger. The piracy did not stop before the beginning of the 19th century where invasions were carried out ashore, Thomas Heebøll-Holm explains. - Naturally, there are different variants. In the 14th century, France experienced problems with Italian pirates, especially from Genoa. A special tax was introduced, which people from Genoa had to pay when they arrived in France. So instead of France having to demand damages from Genoa because of the piracy, they could take the money from the extra taxes. The intention was of course to put pressure on the Italians to make them stop the pirates, but it did not seem to work, Thomas Heebøll-Holm says.
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- In Western history up through the Middle Ages and at least till the 17th century, it has been normal that, if you were attacked by pirates, you had the right to claim damages yourself, meaning that if anyone was attacked by French pirates, they could take the amount, which the pirates had stolen, from Frenchmen at sea. It was a way for the individual to claim damages for himself, but it certainly did not make the sea a safer place, and the consequence was a wave of reprisals instead of suppressing the matter. The method was especially used in weak nations, he adds. Thomas Heebøll-Holm cannot point to one example from history where it has been possible to fight piracy solely with naval forces on the sea. Controlling the network In cases where piracy has been fought, it has always been by gaining control with the pirates’ bases ashore. - The problem with the Barbary pirates did not cease before the beginning of the 19th century, where invasions were carried out ashore. For example, France invaded Algeria in 1830, which was also the onset of the French colonisation of Africa, Thomas Heebøll-Holm says.
He reasons that pirates are dependent on their network ashore to be able to function. Back in time, it has only been a profitable business to be a pirate when the pirates have been able to sell their goods ashore, and also today, the financial means obtained by the pirates need to be brought into a financial circulation. Therefore, it is necessary to go ashore to control their network, also today when it comes to the pirates from Somalia. - Follow the money must be an effective strategy. It is necessary to gain control of their network, Thomas Heebøll-Holm says. - Control in land is the key and to gain control with the places where they sell their means. At the same time, it is necessary to control the coast so the pirates cannot put to sea, he adds. By Tina Altenburg
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Control in land is important
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Stricter sanctions against pirates are wanted
CEO Torben Janholt from the shipping company Rederiet J. Lauritzen is worried about the insecurity which piracy creates for crews and their families at home.
The shipping company J. Lauritzen constantly needs to decide how their ships can steer safely through the dangerous waters. With in excess of 100 annual passages through the piratefilled waters in the Indian Ocean between India and the African east coast, the shipping company Rederiet J. Lauritzen A/S is among those shipping companies which constantly need to decide how to get crew, ships, and cargo safely through the area in the best possible way. Every time, it is an assessment based on the speed, size, and freeboard of the ship and the current conditions. A convoy is one of the solutions, and if the convoy is Russian, it is usually a requirement to have Russian soldiers on board. - It is just one example, in other cases we sail according to “Best Management Praxis (BMP)”. That can also mean that the ship is equipped with barbed wire on the sides of the ship, making the ship difficult to access, says Torben Janholt, CEO of J. Lauritzen.
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Stricter sanctions against pirates are wanted
A stricter approach is wanted Private guards on board the ships is another possibility, which is being discussed seriously – also in the Danish shipping company J. Lauritzen. - We prefer avoiding it. Our fear is that private guards can contribute to an escalation of the problems, but, on the other hand, it can become necessary if we are going to continue to be able to protect the crews, he says. He prefers other measures, and a solution model could be a more aggressive behaviour towards the pirates on the part of the navy vessels stationed in the area by various countries. - For instance, our opinion is that it was quite alright when a South Korean navy vessel stormed a hijacked South Korean navy vessel recently and liberated the 21 hostages on board, he says. All hostages survived. Five pirates were captured, and eight were killed. - It was about time, and we need more of the sort together with other measures, he points out. J. Lauritzen itself has still not experienced to have ships hijacked or experienced attempts to hijack a ship, but their ships have been shot at. Insecurity on board - The hijackings and the shooting naturally put our crew members in a terrible situation. It creates insecurity on board and also at home in the families. We also experience that some of the seamen quit their job, simply because they or their family cannot handle the insecurity and the pressure, Torben Janholt says. However, he also recognizes that it will probably be difficult to stop piracy, since it, first and foremost, will require Somalia to change and become quite another country, and there is very little likelihood of that happening. Poverty and disturbances are common in the East African country, and you should not expect other states to step in with military to change the state of things. - But until then, you should be able to demand less consideration to pirates than to the crews of the ships, he says. Other dangerous waters Piracy is not a new invention in poor countries, and many other destinations have a reputation for being dangerous waters to navigate in, among other places, the Strait of Malacca and the coast off Nigeria. But for the moment, the piracy off Somalia is the worst, and it has escalated, because the pirates no longer keep close to land, but move further and further out in open sea. By Karen Sloth
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Picture Session “New Solution for Ships”. From left to right: Mr. Paszkowski, Manager TBC, GSF Christian Schack, Ms. Brit-Mari Kullas-Nyman, Wärtsilä
EMUC & Green Ship of the Future (GSF) = “Promoting opportunities” in the EU project “BSRInnoship” The official kick-off meeting of the BSR InnoShip project “Clean and Competitive Baltic Shipping – How Can We Do It?” was held 1-2 February 2011 in Turku, Finland. The meeting consisted of a public seminar for project stakeholders and of a partner meeting for the project partners. The Danish partnership “Green Ship of the Future” was invited to Finland by EMUC on behalf of the EU project BSRInnoship to present what Danish companies are working on in co-operation regarding sustainability in the area of climate and environment protection. Christian Schack represented GSF and gave a presentation on behalf of the Danish partners in the project. The participants were particularly interested in his suggestions on the issue of turning competitors into co-operation partners in order to
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work efficiently on the climate and environment challenges. This was exemplified by the GSF project itself, but also by the bulk carrier SEAHORSE 35 and 8500 Teu Containership (future retrofit of operating ships and a low emission ferry). During the seminar, different methods to meeting the 2015 sulphur requirements were debated, incl. Exhaust Gas Scrubbers, LNG as well as other methods durable for new and operating ships. CEO Olof Widén, The Finnish Ship owners’ association, expressed great concern about the possibility of reaching good practical inexpensive solutions. Good theoretical solutions exist, but in practice it is challenging and even difficult for existing ships to meet the 2015 required level of sulphur. EMUC Director Steen Sabinsky was elected by acclamation to Vice Chairman of theSteering Group for the BSRInnoship project. Facts: EMUC is the Danish part of the BSRInnoship project. The Danish Ministry of Environment and Scandlines are associated partners in the project. For more information on the project see www.BALTIC.ORG/BSR_INNOSHIP and www.emuc.dk.
EU project “BSRInnoship”
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Countermeasures against Piracy In the recent years the escalating attacks on ships in the Bay of Arden have caused increased concern amongst ship owners. In contrast to earlier years in the Strait of Malacca and South East Asia the attacks have now been more organized and reach as far as 1,000 miles off shore. In spite of increased international efforts and abundant presence of naval vessels to counter these attacks many ship owners are considering measurers to deal with this peril, and the most cost-effective solution to this is an early warning system. Since the early days of the Malacca incidents FURUNO DANMARK has delivered ‘alert’ equipment to the tanker division of a major Danish shipping company. It was decided to equip the fleet of low speed vessels e.g. the large tankers etc. with a radar system with a rotating radar scanner installed aft of the vessel. Based on reports from attacked vessels, the position of the rotating radar scanner were selected aft since most of the incidents were performed by boats closing in on the ves-
Display & Control
sel from behind - an area of which the standard navigation radar may not be able to pick up the radar target of the attacker. The preventive effect alone, of a rotating radar scanner at this location, proved remarkable and it was estimated that a number of attacks where avoided because of the “we are watching you” effect alone. Nowadays new and much more sophisticated systems have been introduced: An integrated digital radar and infrared camera provides information which can be displayed on a single monitor. FURUNO has recently introduced this new solution providing the vessels with an even more effective detection and warning system allowing the vessels to activate the ‘alert’ bottoms in due course and secure the various entrees of the superstructure within reasonable time. Especially, the infrared camera which is sensitive to heat e.g. human beings or a hot engine also add an extra dimension to the awareness of the area behind the vessels during night time and/or reduced visibility.
Figure The above solution is based on a FURUNO NAVNET 3D system which acts as the integrator of the radar signal and the video images to be displayed on a standard monitor in the wheel house. The system also provides all the standard navigational data which can be correlated with the warning system.
FLIR Infrared camera
The configuration is easy to use and a simple mouse interface will be able to control the entire system. Any camera can be connected to the system, although FURUNO usually recommend a high quality infrared camera from FLIR which are able to withstand the harsh marine environment.
Radar scanner
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Countermeasures against Piracy
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From the left: Steen Sabinsky, Bjarne Mathiesen, Kurt Skov, Lars Thrane, René Wittendorff, Klaus Kjærulff, Jan Fritz Hansen
Danish Maritime Magazine gets new inspiration from Advisory Board The maritime media house ErhvervsMagasinerne gets an Advisory Board with members from the top of the Danish maritime business sector. The media house ErhvervsMagasinerne, which publishes Danish Maritime Magazine as well as the Danish language magazines Havne & Skibsfart and Maritim Industri, e-magazines, web-based news, and Maritime TV, has just established itself with an Advisory Board, where top leaders from the Danish Maritime business sector have become included.
Chairman of the board is CEO Klaus Kjærulff, United Nordic Shipping (UNS), Jan Fritz Hansen, Vice Executive President in the Danish Shipowners’ Association, CEO Lars Thrane from Thrane & Thrane, CEO Kurt Skov, Blue Water Shipping, CEO Bjarne Mathiesen, The Port of Aarhus, CEO Steen Sabinsky, The Maritime Development Center of Europe, and the editor René Wittendorff. The goal for the Advisory Board is to bring ErhvervsMagasinerne up to speed – among other things by internationalizing the media house. Composed by a wide range of very competent people from different parts of the maritime cluster, the board will make sure that light will be thrown on ideas from all possible perspectives.
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Clorius Controls is keeping an eye on India Danish Export Association is paving the way for suppliers to the shipbuilding industry. It takes time to find and establish new markets – but they are there, and Torben Laursen, Sales Manager in Clorius Controls A/S in Ballerup, has no doubts that India is one of the places which Clorius Controls should focus on when it comes to export of components for temperature and pressure control in the shipbuilding industry. Not least after a recent visit to India with a delegation of other enterprises organised by Danish Marine Group under Danish Export Association. The Danish Minister for Economic and Business Affairs, Brian Mikkelsen, headed the delegation together with Denmark’s ambassador to India, Freddy Svane. The visit opened some doors, which the enterprises themselves are going to see to stay open. - Around 70 per cent of our export turnover of these components are sold to the shipbuilding industry with China as the absolute biggest market, Torben Laursen says. A strong stand in China In China, Clorius Controls has a market share of 25 per cent in this area, and it is a market which has been established over a period of 20 years. Moreover, since 2004, Clorius Controls has had a sales office in Shanghai, which has seven employees today. - So, Asia is not unknown territory to us, and we are also aware that it is a changing market, since the shipbuilding industry is in the process of moving from North Asia and further southwards with China as the big winner, while Japan and Korea are losing territory, he assesses. And southwards, the Indians are also preparing their industry and making ready for getting a share of the market. - Their goal is to gain market shares, and the shipbuilding industry is an important element in India’s five-year plan where this industry is to gain a share of 7.5 per cent before 2017. - So, naturally, it is interesting to us, and even if their shipbuilding industry has also been hit by the financial crisis, we believe that the development will turn around and that India will turn around with it. Therefore, we have decided to work on increasing our sales to India via existing agents and possibly open our own sales office. India’s big problem is that the country does not have its own production in the area, mean-
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Clorius Controls is keeping an eye on India
The Danish Minister for Economic and Business Affairs, Brian Mikkelsen, opened the seminar in Mumbai. ing that components need to be imported. Both Japan and Korea have established their own production, and China is in the process of doing it, Torben Laursen explains. Naturally, it is a challenge to competition. Indian bureaucracy Another problem is the Indian bureaucracy, which is also a significant challenge. - They have the advantage of low wages, but their bureaucracy is heavy. An Indian told me with his tongue in his cheek that “The British invented bureaucracy in India, but we perfected it”. The requirements are time-consuming for both sub-suppliers and own shipyards, he says. Torben Laursen also states that the advantage of being a member of a delegation is that it is possible to make contact higher in the hierarchy than would have been possible on your own. Also, more influential people come within your reach – not necessarily the exact right ones, but, at least, some who are able to guide you on in the system. - So those ten days were absolutely worth the effort, he assesses. More participants Apart from Clorius Controls, the seminar also had participation from Danfoss Semco A/S Fire Protection, Desmi A/S, Force Technlogy, Hempel A/S, Grundfos A/S, and Selco A/S. Clorius Controls was founded already in 1902 by the brothers Odin and Aksel Clorius. Already then, Clorius Controls manufactured temperature control equipment. In 1999, that part of the company was sold to a Dutch group, which is also the owner of Broen A/S in Assens, which together with Clorius Controls is manufacturing valves in Poland. In addition to producing to the shipbuilding industry, Clorius Controls produce control systems for heating and ventilation systems, primarily in Denmark. By Karen Sloth
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FREDERIKSHAVN
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From shipyard industry to advanced technology Frederikshavn has always been a city with a strong maritime industry. It used to be the two shipyards which made the city famous outside Denmark’s borders, but today, a unique combination of various suppliers to the maritime market all over the world puts the city on the world map.
The siren has not been silenced. Its hooting still sounds over the port and the city of Frederikshavn every day after work. Even if the times with two big shipyards are now a thing of the past, the well-known sound of the siren brings back memories of what once was. Like an echo of a time gone by. Like a reminder of what has come instead. And at the same time, like a promising signal about everything which is to come. Frederikshavn, Denmark’s proud, old shipyard city at the gate to the Baltic, inside the Skaw, is also in 2011 a city with a strong maritime industry. And thereby, Frederikshavn is living proof of the old saying that it possible to emerge strengthened from a crisis. The enterprises in the maritime cluster in Frederikshavn have managed to build on the best of the existing foundation, with the maintenance shipyard Orskov Yard as the central player. For generations, the lives of the inhabitants of Frederikshavn were closely linked to the two shipyards: Danyard and Orskov. Fathers and sons had worn the blue boiler suit and had lived their working lives based on the regular hooting of the siren. But towards the end of the 1990s, the iron fist of globalisation hit with one single blow right down in the middle of the city’s strong life nerve – and left an open wound. The city – and a whole region – lost more than 7000 jobs, at the same time. The fact that the inhabitants of Frederikshavn, their city, their region, and their workplaces were able to recover at all after this
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From shipyard industry to advanced technology
hard blow is an achievement without comparison. An enormous effort, which was not just made possible because of the wellknown perseverance of the inhabitants of the region. The biggest player in the change process has actually been the willingness to change, which has been shown and which is still being shown by the inhabitants of Frederikshavn and by the maritime enterprises. Ship engines are still being built at MAN Diesel & Turbo. Ships are still setting out from the family-owned Orskov Yard, which, with success, has transformed itself into a modern repair yard. Engines, equipment, and propellers are being sold, and assembling, repair work, fitting, and renovation are being performed. And even if the most recent new ship left the old yard more than ten years ago, new marine equipment is still being built in Frederikshavn. At the old yard areas at the port, there is still a wealth of life. Signs on the fronts testify to a diversity of enterprises which each fills a niche in a still more global market – and which together make up a strong unity, which can meet any requirement from clients in the maritime business all over the world. To not just survive, but to develop into a success on the ruins of a defeat – that is an achievement which is very much based on local enterprises and local labour. Together with the ability and the will to have new ideas they still possess the same core competen-
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cies as ten and twenty years ago. Qualifications, which it would be foolish to throw away when the abilities, just as well, can be used with a new – and more future-proof – purpose. Maritime Network Frederikshavn have put new innovative solutions and production forms on the agenda. All competencies in the area of ship repair and equipment are here, and the new enterprises, which were established in the wake of the closing down of the shipyards, are all highly specialized in each their area. This means that the enterprises in the maritime network are extremely competitive, when they pull together both with regard to time and quality. Today, there is an incredibly strong maritime sector in and around Frederikshavn. A large number of sub-suppliers employ a growing number of people in the region. And the maritime industry is doing well. In the wake of the global financial crisis, the maritime industry is again back at full power. At the same time, the whole Frederikshavn area is experiencing a considerable growth in the number of entrepreneurs. Many of the new enterprises establish themselves in the manual trades, which, in many instances, also support the maritime industry. But the greatest strength of Maritime Network Frederikshavn is that everybody is able to co-operate – and do it – in many different combinations. Both main and sub-contractors and sub-suppliers differ from job to job, and this freely flowing co-operation
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is something completely unique, which creates great value – not just to the enterprises involved, but also to their clients. Maritime Network Frederikshavn is building on a strong story with proud traditions. Both men and women in blue boiler suits are still cycling at the port. The timeless hooting of the whistle is still carried off by the wind and signals the end of another working day every day – and, at the same time, the hooting carries with it the memories of a proud era, which is definitively over, and the promise of a new future, which, against all odds, has lifted the maritime industry of Frederikshavn well into a new millennium. By Anne Falck FACTS ON MARITIME NETWORK FREDERIKSHAVN: Maritime Network Frederikshavn consists of 40 different enterprises, which together are able to deliver a broad range of solutions primarily to the maritime industry and the international off shore industry. All enterprises in Maritime Network Frederikshavn carry out their activities from the port of Frederikshavn. The port of Frederikshavn is placed at the crossroads between the Baltic states and the North Sea and is therefore a very important link in the international trade chain. Read more on: www.maritimenetwork.dk
From shipyard industry to advanced technology
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Frederikshavn leads the way to the future of the maritime industry Maritime Network Frederikshavn is a unique supplier of quality solutions for the maritime industry. The enterprises in the network are leading in new technology and product innovation to the advantage of shipping companies and the off-shore industry around the globe. There are almost no limits to what they are able to do when they join forces. Maritime Network Frederikshavn is a unique network, where solutions which create value for the client are more important than competition between the network members. Maritime Network Frederikshavn is taking the lead when it comes to quality solutions, delivery guarantee, new technology, environmentally friendly steps, and product innovation in international shipping. Some ten strong, maritime enterprises make up the core of Maritime Network Frederikshavn, which has a broad range of competencies in production, ship repair, and service. Between them, they are capable of delivering integrated solutions from routine maintenance and acute repair of damages to largescale renovations and modernisations. The world’s biggest fishing vessel, Norwegian Kvannøy, equipped with Humid Air Motor (HAM system), has sailed out from Frederikshavn. It is also here in Frederikshavn that the Danish warships are renovated, before they sail out to give protection in waters filled with pirates. Maritime Network Frederikshavn solved an “impossible” task for the Swedish navy – the building of a non-magnetic crane for the navy’s mine detector ships. And a large number of enterprises in Frederikshavn were suppliers when the Norwegian shipping company Siem this fall had four Anchor Handling Tug Supply ships (AHTS ships) renovated for sailing in Brasil. - We have just entered into a five-year service agreement on all lifting and life-saving equipment on Skandi Aker (ship of the year 2010). We would probably not have been able to win that order, if we did not have the co-operation possibilities of the network, says Ian Fleming McCurdie, Sales and Project Manager, Hytek A/S. Flexibility and quality are the strongest competition parameters for the maritime network. - Time, quality, and security of supply mean a great deal to our clients, and our great advantage is that we meet the high requirements in this area, says Anders Hecht-Pedersen, CEO of Nicon Industries A/S. The enterprises in Frederikshavn cannot compete with lower paid labour in other countries, but, in return, they can do something else, which is of great value to many of their clients. - Our co-operation is completely unique, and we have all com-
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Frederikshavn leads the way to the future
petencies within quite a short geographical distance. Machine work, electricity work, insulation, painting, sandblasting, hydraulics, steel work, plumbing, and CNC-cutting, just to mention a few, says Ole Nygaard, CEO of Victor A/S. The enterprises in Maritime Network Frederikshavn are able to deliver solutions in 95 per cent or more of all normal tasks in the maritime area. If the physical distance between the member enterprises was longer, it would make the co-operation more expensive and more difficult. The co-operation works perfectly, because the network is not bigger than it is. It is possible for everybody to know each other. The mutual trust is great, and the co-operation works between all enterprises of the network dependent on the current task. - We use the network all we can. You could say that we work for the same clients, but operate in different segments. It also means that we call each other if we hear of jobs outside our own area, says Vagner Jensen, Regional Manager of Norisol A/S. The fact that the individual enterprise is good at giving jobs to those enterprises which will solve them best also means that the network members get something in return. But, first and foremost, the advantage lies with the clients, who get the best possible solution every time. And if a problem should occur in the process, help is close at hand, because if the supplier cannot handle it alone, it is certain that others in the network can. By Anne Falck
Daily news on www.danishmaritimemagazine.dk
New safety rules increase the costs of shipping companies As of 1 January, the import control system of the EU came into force. It is a European equivalent to the American 24-hour rule and has been introduced in order to increase safety. However, the new regulation is the cause of large expenses for the shipping companies, and, potentially, it can mean the loss of jobs in Europe. In the USA and Canada, the so-called 24-hour rule was introduced seven years ago. Last year, China introduced a similar rule, and now it is the EUs turn to implement the new safety rules, which undoubtedly have come to stay. The regulation states that a box ship company is to report to the port of arrival in the EU what the cargo consists of no later than 24 hours before arriving to the port of shipment. The rule applies to cargo coming from third countries to the EU. In the area of short sea, a shorter deadline has been introduced: Two hours before arrival. - We do not mind more safety control. We have lived with it in the USA and Canada for seven years, and China introduced it
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in 2010, so it is a phenomenon which has come to stay. But the difference between the EU and the others is that the EU is not a union. It is 27 independent member countries. That is the cause of a number of problems, since there are 27 countries, which have introduced 27 different systems for handling of these data, says Jørgen Theisen Schmidt, Director in Customer Service in A.P. Møller-Mærsk Group. The rules function in the way that the first country of arrival is responsible for safety control on behalf of the entire EU, i.e. if Maersk Line has a ship which sails from Hong Kong to Algiciras in Spain and afterwards to Rotterdam in the Netherlands and Bremerhafen in Germany, the ship needs to report the
New safety rules increase the costs
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contents of its cargo to the Spanish customs authorities, who are then responsible for the risk assessment for the whole EU. - But we do not have 27 EU countries as first countries, but 16 countries. Therefore, our challenge has been that we had to begin using 16 different newly developed electronic systems, Jørgen Theisen Schmidt says, and he adds that it has certainly not been without problems. The customs authorities’ electronic systems were largely finished in December, so when the rules were introduced on 1 January, the shipping companies began using the systems without any test period. - Naturally, it does not work from day one. We have experienced lots of surprises in the process. For instance, the customs authorities’ systems have limitations. If a client informs us that a box contains 150,000 T-shirts, we have to pass that information on in the system, but the customs authorities’ systems are limited to five digits, so this information will be rejected by the customs authorities. And what are we going to do then? It would be wrong to write that the box contains 15,000 T-shirts, Jørgen Theisen Schmidt asks. Many employees on the job We have seen many of that sort of problem, and it has taken a lot of time for the Mærsk employees. Jørgen Theisen Schmidt emphasises that, naturally, the Mærsk employees also need to
be trained in using the new systems. He is convinced that the systems will work as intended one day, but right now the new safety rules cause the shipping companies large expenses. The Danish feeder shipping company Unifeeder, which primarily sails short sea in Northern Europe, has similar experiences. Jon Risvig, who is responsible for the project at Unifeeder, says that it has really drained the company’s resources. - It has given us some extra challenges. It has been necessary for us to set resources aside for it. Of Unifeeder’s approximately 300 employees, 20-25 have been involved in the project for the past six months. Of these, some have been involved full time, he says. Specifically, it has meant that Unifeeder has postponed other project to have time to introduce the new safety rules. Therefore, it is difficult for Unifeeder to say how much the new rules have cost them, since it would mean that they would have to calculate what they could have earned on the postponed projects. - But the direct expenses are calculated in millions of Euro, Jon Risvig says. Both shipping companies have no doubts that it means that it will become more expensive to transport boxes to Europe. - These costs are directly connected to the cargo, so, yes, it
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New safety rules increase the costs
Daily news on www.danishmaritimemagazine.dk
means that the rates will go up, says Ebbe Bisgaard, country manager for Denmark at Unifeeder. The same statement comes from Mærsk. - We have had to invest heavily in systems, and we have people keeping an eye on this. Naturally, expenses have been high, and there is only one to pay for it: The clients. We are charging all transports to Europe a so-called declaration fee, says Jørgen Theisen Schmidt. Apart from the direct costs, Unifeeder points out that the safety rules also can become expensive to the shipping companies in another way. - In short sea, the contents of the cargo need to be reported to the port of arrival two hours before arriving. What if we are told that we are not allowed to unload because there is a risk connected with the cargo? What about the ship then? And how is the cargo going to be handled? We have the cargo on board. Are we going to lie still or do we return with the cargo to the port of shipment? It causes insecurity, but it can also cost us a lot of money, Ebbe Bisgaard says. However, he adds that Unifeeder has not experienced this.
there to West Africa. But the EU demands that all cargo on board is declared, i.e. also cargo from one third country to another third country. - We have a significant amount of cargo to Africa, which come in on the ships sailing via Algiciras, and it is clear that it will be a problem, since they have no interest at all in making declarations to Europe, and they will approach other shipping companies, or it will be difficult to make them react like we would like them to, and that is to supply us with the transport information as early as possible in order for us to be able to declare the ship 24 hours before it arrives to the loading port, Jørgen Theisen Schmidt says and adds: - It is actually a big problem, because it is not customary. Normally, we do not supply these data before we load the ship, and sometimes even later. - We will lose a number of clients, but, naturally, we will attempt to change some of our routes, which again means a potential loss of jobs in Europe. It is not just us. All shipping companies are looking into this situation, at present, Jørgen Theisen Schmidt says.
Lost jobs in Europe Mærsk is experiencing the problem that much of the cargo which is being sailed to Algiciras in Spain needs to go from
By Tina Altenburg
Royal Arctic Line, Greenland’s national shipping line has: · Ships and equipment designed for Arctic conditions · Its own facilities, locations and personnel in 13 Greenlandic harbours · Many years of experience with navigating and operating in Arctic waters Royal Arctic Line has 750 experienced, skilled employees available with expertise and extensive local knowledge
Daily news on www.danishmaritimemagazine.dk
New safety rules increase the costs
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Real researchers knock rust At University of Southern Denmark in Esbjerg, researchers are working on a three-year project with focus on safety culture on board the DIS (The Danish International Ship Register) ships
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Real researchers knock rust
Why do Danish seamen report twice as many work-related accidents as Philippine seamen, who make up the largest group of foreigners on board ships registered in The Danish International Ship Register (DIS)? And why do Polish seamen – the second largest group of foreigners – have a higher rate, even though they still do not reach the level of the Danes? This is the issue of a three-year research project headed by Senior Researcher Fabienne Knudsen and her colleague Sisse Grøn – both from Centre of Maritime Health and Safety at University of Southern Denmark in Esbjerg.
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the Danish Maritime Authority, insurance companies, repayments from the Danish Maritime Authority to the shipping companies for visits to doctors and hospitals and journals from Radio Medical, then they had better think again. The researchers join the seamen when they board a ship – with all that it involves. Until now, the two researchers have been onboard a passenger ship and also a coaster and a refrigerated cargo ship. - We take part in the work on board. Naturally, we do not steer the ship, but, yes, I am able to knock rust, paint, and much more, Fabienne Knudsen says with a broad smile. Moreover, by taking part in the work, the researchers also gain a better insight into the hardness of a seaman’s everyday life, and that is not the worst approach to an understanding of the statistics. - We interview the seamen, take part in the work to the best of our ability and thereby also gain the confidence of the crew, who, as a result, find it easier to open up to us, she explains. Actually, the SADIS project is a follow-up to a survey from 2003, where the problem was dealt with for the first time. Not as good as they believe And something suggests that, when it comes to safety culture and behaviour, Danes themselves believe that they are much better than reality reveals. - At the onset of the project, we had a list of possible explanations. That list is growing, and we still do not know where the differences in reporting reasons play a part, but there is enough to choose between, she says. Without being able to point to anything specific for the moment, she does mention some of the possibilities. - The surroundings can play a part. A work-related accident is registered in the way that you are away from your job the following day. That is the procedure on land and also at sea, Fabienne Knudsen explains. But at sea, it is maybe easier to forget accidents – consciously or unconsciously. They just continue working, perhaps in another function, which they can handle better, or they just continue, because many ships are thinly manned today, and it is difficult to be the one to stay in the berth and leave the colleagues to take over. - But it also needs to be reported if you step into another function, she emphasises. The project has been named SADIS, which stands for “Sikkerhedskultur og Anmeldelsespraksis på DIS-skibe” (safety culture and reporting practice on DIS ships). The project receives funds from the Danish Working Environment Research Fund, which naturally wants to find out whether anything can be done to rectify the differences and, if so, what. Researchers work as seamen The project began 1 March last year and lasts three years. But if anybody believes that the researchers merely sit in their little offices and study figures and notifications in reports from
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Strict requirements Cultural differences can also play a part. The Philippines have plenty of seamen, so the requirements are strict, and there is also competition from the Chinese. - Consequently, Philippines take many courses in safety and crisis management in order to be chosen. We also need to take a closer look at this in the Philippines before the project is finished. So, we still have not found the final answer, she says. By Karen Sloth
Real researchers knock rust
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A welder in action at offshore rig.
Danbor Service is strengthening globalisation Continued focus on assignments outside Denmark and especially in the areas bordering the North Sea. Over a period of many years, Danbor Service A/S has established a strong position in the offshore and transport business in Denmark. Now, the head office of the A.P. MøllerMaersk-owned company at the Port of Esbjerg is well under way with a continued globalisation of the company by focusing on new horizons and possibilities. Already in the beginning of 2008, Danbor Service A/S opened a base in Aberdeen in Scotland, where the big warehouse has been filled today. With regard to growth
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Danbor Service is strengthening globalisation
and development, focus is now on several possibilities in Montrose south of Aberdeen, where Danbor Service A/S has started co-operating with the port about obtaining mooring space. Starting in Greenland In co-operation with Royal Arctic Line A/S, Danbor Service A/S has also established a base in Greenland, which has come off to a good start. Arctic Base Supply is the name of the joint venture, which Danbor Service A/S in co-operation with Royal Arctic Line A/S has established with a view to focusing on the operations initiated by large oil companies in connection with the authorities’ expansion of the concessions in Greenland. So far, the co-operation has resulted in a two-year contract with the Scottish oil company Cairn Energy.
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- The company drilled three holes in 2010. It was off the coast of the Disco Bay, and according to the company’s own statements, the results are promising. The intention is to drill four more holes this year, and we are present, just like we know and are able to meet their requirements, says Sales Manager Johnnie La Fontaine, Danbor Service A/S. Global warming also means that oil drilling in Greenland is moving northwards to areas which, previously, were difficult to get to. The growing interest is also reflected in the distribution of concessions, which were offered north of the Disco Bay in the Baffin Bay. Optimism - Furthermore, our H2S department is currently represented on 18 rigs in Brazil, which is the department’s greatest business area, Johnnie La Fontaine informs. So, not only goods and equipment, but also optimism, are being handled at the quays at Danbor Service A/S’ big warehouse. Danbor Service A/S has been able to if not avoid recent years’ financial crisis, Danbor Service A/S has been able to steer safely through it. At the same time, the company has had a surplus for both expansion and an increased focus on safety, environment, and sustainability for the benefit of both environment and bottom line. - Safety, environment, and sustainability are together with supply of quality and credibility some of Danbor Service A/S’ corner stones, Johnnie La Fontaine says. The most recent initiative is an effort to reduce the consumption of energy at the head office in Esbjerg. The forging shop has achieved great cost savings after having installed heat exchangers which makes it possible to reuse the heat, and a new ventilation system in the painter’s workshop reduces energy consumption and is good for the environment. Special assignments The financial crisis was also the reason for a slimming of Danbor Service A/S’ road delivery business where the number of trucks has been halved. At the same time, focus has increased on special assignments such as transport of special gasses instead of ordinary transport assignments with general cargo from A to B. Repair and maintenance assignments and servicing on rigs and platforms are still important, and, recently, Danbor Service’s department, Danbor Offshore Solution (DOS), which takes on special assignments on rigs and platforms and has 25 employees, has boomed. - Moreover, now we also use the experience and expertise which we have obtained through more than 30 years in the oil and gas industry for solving assignments for the windmill industry, which is growing significantly in Denmark. For the windmill industry, we can take on loading and unloading, Johnnie La Fontaine says.
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By Karen Sloth
Daily news on www.danishmaritimemagazine.dk
Danbor Service is strengthening globalisation
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New Danish early warning alarm system Two out of three fires on board ships start in the Engine Room. But a new Danish developed and engineered early warning oil spray and gas leakage alarm system targeted at the international maritime market segment is significantly minimizing and preventing the risk of Engine Room fires and environmental disasters.
The LAS-10 Leakage Alarm System has been tested on board MV “Emma Maersk” and is causing outright enthusiasm in the maritime world. “The early alarm system is first and foremost installed to save lives and to prevent excessive fire damage costs”, says Torben Jorgensen, Marine Engineer and Chief Technical Officer at DASPOS A/S, who points out that the pay back period of the LAS-10 system equals 15 seconds of fire, based on the average costs of fires on board ships as paid out by insurance companies. Most ship fires start in the Engine Room due to accidental oil leakages, and for this reason conventional Oil Mist Detectors have for a long time been utilized in the open Engine Room. However, the risk for oil leakages have increased during recent years with new high pressure engines on board, as well as the rising political requirements to change, at port calls, from the environmentally impacting Heavy Fuel Oil to other more environmental friendly fuel types. “Oil leakages are causing explosion risks and fires. Furthermore leakages are causing pollution and unhealthy atmosphere in the working environment and for this reason there is
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New Danish early warning alarm system
a need for early warning alarm systems specifically tailor made to the Engine Room, e.g. covering a considerable larger area than the so far utilized technology”, says Torben Jorgensen. The Danish developed early leakage alarm system called LAS10 (Leakage Alarm System – Version 2010) has been patent protected. Fundamentally the system rests on a combination of different detection principles and has – as the only one on the market – a dual built-in sensor technology with an excessive powerful air flow capacity giving a very early warning and subsequent alarm at oil leakages and thereby reducing and preventing potential fires and explosions. A top reliable and the only early warning alarm system in the market ”Our prime objective has all along been to develop a highly reliable early warning alarm system taking the specific conditions in the open Engine Room into account, and that we have used the last 5 years to accomplish”, says Torben Jorgensen. A lot of aspects must be counted for when developing alarm systems for the maritime industry. “On the one hand you want to receive signals of the engine room air pollution level
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to save lives on board ships and oil rigs to make sure that the alarm system is functioning optimally; on the other hand you require – as a crew member – not to receive a lot of indications that may cause no specific risk for the crew or the ship. This balance we have spent a considerable amount of time and resources to define in close cooperation with some major shipping companies”, Torben Jorgensen continues. The LAS-10 System has over the last 9 months been tested and optimized in close cooperation with Maersk Line, the owners of the testing vessel MV “Emma Maersk”. Based on these trials - leading to very positive conclusions from the technical management in Copenhagen and the crew on board – DASOS A/S is now in the process of installing the LAS-10 equipment on board various other types of vessels. Major expectations to the market potential DASPOS A/S has been established with the sole objective to market the new early warning alarm system. ”To develop a brand new technical product for the maritime sector with all the needed safety requirements, is of course a big challenge in itself. But also a profound personal satisfaction when we know what we can contribute in order to protect the crew, environment, cargo, precious equipment and the ship or oil rig itself,” says Lars Gerner Lund, who together with Torben Jorgensen are the founders of DASPOS A/S.
Fund, DASPOS A/S has substantial expectations for the marketing possibilities of the new Early Warning Alarm System. ”We will market LAS-10 to both Ships and Oil Rigs, but also to e.g. Wind Mills – anywhere there is a wish and requirement to secure any crew or staff or the surrounding environment against an undesirable oil pollution, fire or explosion risk. In our local community, we expect to grow a considerable number of new job opportunities, but also challenging and exciting positions for engineers and technicians who will be travelling the world to install the LAS-10 System on Ships, Oil Rigs and Wind Power Parks,” Lars Gerner Lund concludes.
With an impressive number of positive responses from the market and a financial contribution from the Danish Maritime
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HACT provides five years of knowedge in just one week As a leading manufacturer of electronics enclosures for on and off-shore use worldwide, Technor Safe Ex AS (Norway) know better than most about the large number of factors causing corrosion. Having produced a new product with a new surface treatment, Technor needed to test the new product for corrosion resistance. Testing in real-time was completely unrealistic. Instead, Technor chose HACT (Highly Accelerated Corrosion Testing) and found out what five years of corrosion looks like in just one week.
Environmentally friendly solutions in an unfriendly environment Technor’s electronics enclosure, made in stainless steel, is used mainly on North Sea platforms and in other harsh environments. The team at Technor need to know about the amount of corrosion which the product experiences and need to make sure that they are using the best surface treatment of
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HACT provides five years of knowedge in just one week
the casing to prevent corrosion. The surface treatment used by Technor is a widely used acid treatment. However, as a company interested in protecting the environment, Technor were hoping to find a greener alternative. “Technor is a green company and therefore we want to implement a different surface treatment, which can give nearly as good protection as the acid treatment,” explains Eigil Tønnesen, QA/HSE Director at Technor. “Of course, we also have to know that our products can withstand the harsh elements, so we have to test the casing for corrosion. If we did this in real time, it would take years, so we needed to do an accelerated test. There are very few standards specifying these types of test.” “We did some initial tests ourselves. We tested for a week and we could see that, as we expected, the untreated surface showed signs of corrosion, whereas the acid-treated surface was not corroding at all. But our knowledge was limited. We know what a box would look like in the North Sea, but we wanted to know what would happen to it after five or ten years and we also wanted to test alternative treatments, so we decided to continue testing with DELTA.” And DELTA is the right company to help. DELTA has developed a new accelerated corrosion test called HACT (Highly Acceler-
Daily news on www.danishmaritimemagazine.dk
ated Corrosion Testing). In just one week, HACT is able to produce corrosion equivalent to that observed after more than ten years of use in a “normal outdoor environment” without substantial sources of pollution or five years in a maritime environment. “DELTA was able to give us the best results from an accelerated test, which we know of. There are no standards stating how a test should be done to demonstrate 5-10 years in the harsh environment of the North Sea. But DELTA offered HACT and were quickly able to give us the data we needed,” Eigil Tønnesen says. A fast and realistic test The accelerated test, which DELTA offered, is based on the real parameters encountered by Technor in the North Sea. Anders Kentved, Reliability Specialist, from DELTA explains: “The reason why DELTA developed HACT was that customers were approaching us after experiencing more corrosion of products in reality than they had demonstrated in traditional tests. Traditional corrosion tests are often run for 1-4 weeks, but in order to demonstrate 5-10 years in a harsh environment, 4-8 weeks or even more are needed. Our latest results show that with HACT this can be accomplished in 1-2 weeks. These results are based on our tests of a variety of products for maritime use.”
Daily news on www.danishmaritimemagazine.dk
“Our experiences show that it is mainly “ordinary” atmospheric corrosion and in particular salt spray or mist which causes problems for the reliability of products intended for outdoor use. Our new HACT test is based on parameters giving realistic results in a short time. These parameters are increased temperature and humidity, cyclic spraying with cold aerated salt water, and cyclic drying with a high air flow.” Future tests planned “We have quickly been able to see the corrosion results of different surface treatments,” Eigil Tønnesen explains, “and we have realised that we have not found the correct surface treatment yet. We are really satisfied with HACT and we are planning to send new boxes with new types of surface treatment for testing. The test is extremely relevant for us, since we are able to judge the corrosion resistance of different designs after only one week of testing. The test gives us realistic results regarding our products and we judge that 1-2 weeks will be enough to indicate if a product is sufficiently corrosion resistant for off-shore use.” “We now have the verification of different types of treatments compared to the acid treatment, enabling us to make an informed decision. We are still trying to find the correct treatment, and we will keep testing at DELTA until we do,” Eigil Tønnesen concludes.
HACT provides five years of knowedge in just one week
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Maersk Broker Agency services all kinds of vessels. This is an oil tanker alongside in Copenhagen.
Maersk Broker Agency in new markets Acquisition of four companies in Denmark and Sweden provide tremendous growth and new activities in e.g. the windmill industry. New windmill farms appear all over Scandinavian and Baltic waters, and not least in the North Sea area, over the next few years, and Maersk Broker Agency is well prepared to enter the new activities that await the company.
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Maersk Broker Agency in new markets
- Over the past eighteen months we have seen a massive growth that allows us to act in a new market, as suppliers to the wind industry, says managing director Lotte G. Lundberg from Maersk Broker Agency. The growth comes in the wake of the acquisitions of four companies in Denmark and Sweden, with competences within project shipping and forwarding that is now extended to cover the full Scandinavia and Baltic area. Project logistics - We want to take advantage of the synergies of the acquisitions to develop both existing and new markets with the
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FACTS Maersk Broker Agency is a part of Maersk Broker K/S â&#x20AC;&#x201C; a privately owned company outside the A.P. MollerMaersk Group Maersk Broker is one of the worldâ&#x20AC;&#x2122;s largest, international shipbroking companies, and count more than 350 employees in Copenhagen, London, Hamburg, Athen, New York, Tokyo, Seoul, Beijing, Shanghai, Taipei, Hong Kong, Hanoi, Singapore, Mumbai and Dubai
competences we now have, she explains. Lotte G. Lundberg expects that windmill contractors, and other players in the industry, that sees an advantage in outsourcing to Maersk Broker Agency coordination of marine operational and logistics tasks, in order to concentrate on their main business. - With the new ďŹ eld of operation, Maersk Broker Agency moves from the old role as a traditional ship agency, mainly handling port agency services, to becoming a major player in the Scandinavian and Baltic market within ship agency, project logistics and traditional forwarding. Furthermore, we are keen on looking at new opportunities appearing elsewhere in Northern Europe â&#x20AC;&#x201C; e.g. in the North Sea area, she says. Strength behind success While many others in the industry has suffered under the ďŹ nancial crises, she Attributes the success of expanding the business that Maersk Broker Agency had the strength to pick up and grow. - The acquisitions have been sound investments that increase our overall volume and ensure our level of existence. We believe it more viable to acquire than to grow organically, which is hard in a mature market. At least if you do not want to erode the bottom line, Lotte G. Lundberg says. Furthermore, the acquisitions ensure that Maersk Broker Agency remains a signiďŹ cant factor in practical shipping. The company is already the largest ship agency in Denmark and Sweden, and thus an industry leader with 11 own ofďŹ ces in Denmark, Sweden and the Baltic area. Many ofďŹ ces In Denmark, shipping services are offered in all Danish ports through own ofďŹ ces in Copenhagen, Fredericia, Aalborg, Kalundborg, StigsnĂŚs, Lindø and Frederikshavn. All Swedish ports are also covered through physical presence with ofďŹ ces in Gothenburg, Brofjorden, Karlshamn, NorrkĂśping, Stockholm and MalmĂś. The Baltic States are handled by the ofďŹ ce in Tallinn, Estonia in close collaboration with representative agency partners in Latvian and Lithuanian ports. The organization counts 70 highly experienced employees. By Karen Sloth
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Reduction of sulphur emissions - meeting new requirements New stricter environmental requirements from IMO mean that ships sailing in the Baltic and North Sea must reduce sulphur emissions (SOx) by 90 % in 2015 compared to 2010. New regulations will also come into force globally in 2020, although not quite so stringent. The ambitious goals can be seen partly as a result of a wish from Denmark to reduce emissions of harmful particulates and nitrogen oxides. Danish Maritime supports the new and stricter regulations. The Danish Maritime Cluster plays an important role in designing and developing climate and environmentally responsible products to minimize emissions and Danish maritime manufacturers can already meet the challenges of these requirements. Doubts have been raised as to whether low sulphur fuels will be available. There is, however, more than one way to reduce sulphur emissions, and Danish maritime suppliers and shipowners have already for some time cooperated in creating solutions to fulfil these new requirements. Within the Green Ship of the Future (GSF) partnership a series of maritime stakeholders come together to create climate and environmentally friendly solutions that can reduce emissions of many types, including SOx. The overall target of GSF is to reduce total CO2 emissions by 30 %, SOx emissions by 90 % and NOx emissions by 90 %. Individual GSF projects have come close or even surpassed these targets. Products developed within GSF projects have been introduced on 40 ships from Danish shipowners and in some cases, these green technologies have already become standard products. Another way to meet the new requirements in relation to sul-
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Reduction of sulphur emissions - meeting new requirements
phur emissions is by using alternative fuels in the form of e.g. natural gas. Natural gas contains almost no sulphur. In addition, the use of natural gas can reduce NOx emissions by approx. 80 % and CO2 emissions by approx. 20 % compared to using oil as fuel. Natural gas, however, takes up more space than conventional fuel and the potential is therefore greatest in short sea shipping. There are also clean bio fuels that can be used in suitably optimised engines. Reductions in sulphur (and particle) emissions can also be achieved by using exhaust gas cleaning systems (scrubbers) to “clean” exhaust gas from diesel engines with water. This technology is mainly known from installations on land. It has significant economic and environmental advantages compared to using e.g. low sulphur diesel, since it captures particles and permits operation on Heavy Fuel Oil, with a lower CO2 penalty than removing sulphur from the fuel in refineries. Scrubbers can have an expected payback time of less than two years. Aalborg Industries is engaged in developing both scrubbers for new ships and scrubbers for retrofitting of existing ships. Currently, Aalborg Industries and MAN Diesel are involved in a project in which a scrubber is developed and installed on a DFDS Ro-Ro cargo ship. The projects shows a maximum possible SO2 reduction of 99.6 %, and is expected to be completed in 2011. By Cecilie Lykkegaard, Danish Maritime
Daily news on www.danishmaritimemagazine.dk
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