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Magazine 1 - 2014

MARITIME DAYS

SEMCO MARITIME

MAN DIESEL

All sails are set

First semi-sub rig

New type of engine

SAFET Y

JOIN US WILHELMSEN TECHNICAL SOLUTIONS is looking for experienced and ambitious people to join our team in Odense.

In 2012 Wilhelmsen Technical Solutions acquired Novenco Fire Fighting to further strengthen our water based fire fighting capabilities. Our Unitor XFlow ® technology continues to take market share. To cater for the increased market demand we are relocating from Ringsted to our larger premises in Odense, with access to a broad and diverse competence range in addition to new test facilities.

This is an excellent opportunity for the right applicants to join us and grow the company.

We are looking for R&D engineers – fire systems

Project managers – water based fire systems

Research and Development engineers with experience of Marine and Offshore fire suppression systems. The successful candidates will be part of a team that will develop, introduce and maintain WTS Safety Fire offers, products and services across the product portfolio.

Ensuring that innovation and industrialisation of existing and new global of fers are in line with maritime and offshore requirements.

Experienced Project Managers responsible for executing projects in accordance with contracts, terms, quality within the established budget following company policies and customer expectations. As part of the competence centre for water based solutions, execute and provide support for complex projects into the offshore and cruise markets.

Senior project engineers – water based fire systems

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EMAIL: Kirsten.Christiansen@wilhelmsen.com MOBILE: +45 21767400 TELEPHONE: +45 70263501 OFFICE ADDRESS: Lille Tornbjerg Vej 30 DK-5220 Odense SØ

kolofon

DANISH MARITIME FORUM Denmark sets the course

ASIA SCRAPPING Four Danish owned ships

danish Maritime magazine

ISSN 1903-5888 EDITOR Martin Uhlenfeldt Phone: +45 23 66 28 99

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SKAGEN RED Anchorage for LNG tankers

CBS BLUE MBA Unique insight into shipping

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mu@maritimedanmark.dk

DANISH MARITIME FAIR First maritime fair in Denmark

ads

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ASPIDA MARITIME SECURITY

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René Wittendorff, CEO Phone: +45 70 20 41 55 Fax: +45 70 20 41 56 rw@maritimedanmark.dk publisher Maritime Danmark ApS Esplanaden 30.4 1263 Copenhagen K Phone: +45 23 66 28 99

NORDEN HANDYSIZE TANKER New type of engine

SEMCO MARITIME First semi-sub rig in Esbjerg

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LAURITZEN KOSAN Invisible commodities

MAERSK TRAINING Offshore diploma course

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Michael Storm, Designunivers

TERNTANK REDERI Shuts down in Norway

Daspos Avoid fire in the engine room

Printing: PE Offset A/S, Varde

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PROFILEs are produced in cooperation with our partners Next issue: 25th April 2014 advisory board Klaus Kjærulff, Chairman SeaMall (Chairman) Jenny Braat, CEO Danish Maritime Jan Fritz Hansen, EVP Danish Shipowners’ Assiciation Per Jørgensen, Chairman MMF and Federation Internationale de Cadres des Transport

Ship RepaiR One StOp SeRvice FRedeRikShavn, denmaRk - the beSt Ship RepaiR centRe in euROpe

Bjarne Mathiesen Steen Sabinsky, CEO Maritime Development Center of Europe / EMUC Kurt Skov, CEO Blue Water Shipping Lars Thrane, Founder af Thrane & Thrane

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MAN DIESEL

All sails are set

First semi-sub rig

New type of engine

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Maritime magazine

BY Martin Uhlenfeldt

Danish Maritime Forum

sets the course All sails are set when the leaing executives from the maritime world, politicians, experts, and other decision-makers and opinion-formers meet at Danish Maritime Forum in Copenhagen 8-9 October. The aim is to create a unique framework for the best brains to co-operate on new ideas and solutions to the challenges and possibilities that the global maritime sector is facing now and in the near future.

anish Maritime Forum, or as some have named it: ”The maritime worlds equivalent of the Davos Meeting”, is the flagship on Danish Maritime Days - 5 days in October, which is meant to place Denmark in the centre of the maritime world map for good. A melting pot filled with maritime arrangements all over the country, and a showcase exhibition for Denmark’s innovative maritime solutions, technologies and competence.

The former ship owner in A. P. Møller-Maersk and CEO of Neptune Orient Lines, Flemming R. Jacobs, is the man, who is to put the great ambitions into practice. As executive secretary,

he will lead and coordinate the flood of arrangements that add up to Danish Maritime Days.

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- It is a most challenging and fascinating task.

I am both proud and honoured that the board has chosen me to be part of the job to position Denmark as a maritime pioneering country, Fleming Jacobs says.

What is the most important aim of Danish Maritime Days?

- That is to clearly demonstrate that Denmark will deliver the technologies, the solutions, and business models, all with a view to the future, which are needed in response to the global

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maritime challenges we are facing now and in the future. And it is to market the Danish maritime sector and Denmark as a pioneer in which international maritime companies can find it profitable to place their activities and their investments, Flemming Jacobs states.

What arrangements are already in the melting pot?

- Clearly it is too early to specify which arrangements we work with. There are so many and so different projects in the melting pot, that telling about them now would only make the picture indistinct.

What would make foreign visitors go to Denmark to participate in Danish Maritime Days?

- Participants in Danish Maritime Days will experience a unique international scale that invites and inspires to think innovatively. At the same time Danish Maritime days is a global platform that gives new possibilities for cooperation across the sector and with our key interested parties.

In this way, Danish Maritime Days offer a unique possibility to discuss strategic challenges in an

Denmark will deliver the technologies, the solutions, and business models, all with a view to the future, which are needed in response to the global maritime challenges we are facing. innovative context. Elements that we consider most relevant for the international maritime sector, Flemming Jacobs says.

maritime sector, including leaders far away from the Danish shores, are able to hold a candle to the career that he has had.

- Soon our new homepage - www.danishmaritimedays.com - will be in the air. Here you can currently seek information about the updated programme. An intelligent search function makes it possible to tailor the programme to different interests according to different criterions so as to secure the optimal benefit of the days in Denmark, Flemming Jacobs adds.

However, his career started at home. As a young man Flemming Jacobs started in 1960 as an apprentice in A. P. Møller-Maersk.

From here, he accomplished many tasks at home and abroad for the expanding shipping company. He was even participating in the planning of Maersk Lines transition to container transportation in the mid seventies.

Several countries work towards the same goal as Denmark, to become the new maritime centre of Europe. How realistic is it that Denmark will come out best?

- I have never been against competition.

As a matter of fact this is what makes you rise earlier in the morning, I think. The fact that there are others who can and who are willing makes it more exciting, Flemming Jacobs replies.

- The global maritime industry is the backbone of the globalisation and the international trade. It contributes to the development in the whole world, and is beneficial to the population. So that there are many competitors is a good thing because they make the ball roll faster to the benefit of the whole world. There is still a big potential to increase the positive contribution from the maritime sector, says Jacobs.

In April 1999 he, left his office at the Esplanade to become CEO of Neptune Orient Lines in Singapore, a post that he possessed until 2003. Since then he has primarily worked as a top consultant and a professional member of the board of a wide range of companies all over the world.

In 1990 he moved to Great Britain as CEO of Maersk Company London, and in 1995 he moved on to Singapore where he became CEO of A. P. Møller-Maersk in Singapore.

The real big acknowledgement was by the end of 1996 when he was appointed CEO of Maersk Tankers and shipowner and partner in the A. P. Møller-Maersk Group.

This is about as high as one can get.

This, however, did not make Flemming Jacobs rest on his laurels.

Impressing career Success is something that Fleming Jacobs has had plenty of. Not many leaders in the

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We work in a unique scale, which will differ from other maritime conferences.

What can you tell about Danish Maritime Forum?

- Danish Maritime Forum is the flagship arrangement under Danish Maritime Days. Here top leaders of the maritime world, top politicians, NGO’s, and other influential opinion formers and decision-makers meet with the purpose of reaching a mutual goal: To speed up the maritime sector’s full potential through an effective, competitive business environment to the benefit of people, countries, and societies all over the world, Flemming Jacobs tells.

For invited participants only Participation in Danish Maritime Forum is ”by invitation only”. In return the about 2000 expected participants represent a broadly selected group.

- We work in a unique scale, which will differ from other maritime conferences. A scale which are built on elements characteristic of Denmark: To involve the participants and to make them engage themselves in the topics, and to make it a creative and informal set-up. And we expect a concrete output from the arrangement, an

output that we can work with afterwards in the respective fora. – And that we can return to in the coming years, Flemming Jacobs says.

- We have of course some ideas about possible results of the arrangement, but Danish Maritime Forum will also differ in the way that we tailor the programme to the participants. We have not sat down and arranged in advance that ”This is why you should come”.

We say: ”Come to our place and we will in good time and together create topics that will be of relevance to you”.

Are we also going to see people like Bono from U2 and Richard Branson turn up in Copenhagen North Port to participate in Danish Maritime Forum?

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- That I cannot tell, but the list of participants will be broadly selected. It must be broad, everybody must be listened to, and there must

The Danish Maritime Forum is the flagship arrangement under Danish Maritime Days.

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be room for everybody at the table. It is only by a dialogue of this type that we can deal with the challenges that we face today and in the future. There are many challenges of different kind, Flemming Jacobs says.

The association Danish Maritime Days Behind Danish Maritime Days and Danish Maritime Forum stands the association Danish Maritime Days, a public – private partnership between the Danish Shipowners’ association, Danish Maritime, and Danish Maritime Authority.

The project will at a minimum run the next three years, but the ambition is to make Danish Maritime Days an annual event for many years to come.

The initiative is financially supported by the Danish Maritime Fund, the Torm Foundation, one of the A. P. Møller foundations (Den A. P. Møllerske Støttefund), D/S Orients Fond, and the Ministry of Business And Growth in Denmark.

BY Bent Mikkelsen

LNG-tankers heads for the famous Skagen-service

Three large natural gas tankers operating out of Melkøya in Hammerfest has chosen Skagen Red as their permanent anchorage between trips from the Northern Norwegian production facilities.

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here is a very reasonable explanation as to why the three ships use Skagen Red to anchorage, despite the fact that Skagen is located 1.124 nautical miles away from their loading port, Hammerfest in Norway The maritime service in the Skagen area is simply unique and therefore it makes a lot of things easier for the crews.

Mechanical chief engineer on the LNG tanker Meridian Spirit, Jens Bak, explains: - There is virtually no object, replacement part or service technician that cannot be provided when we are in Skagen. Virtually everything is represented in Skagen and if there are things or special skills that just can’t been found in Skagen, there is easy access via flights to Aalborg and driving to Skagen. Furthermore there is Skawlink who has a great tender service and can arrange people or spare parts for the ships almost any time of day. In fact it is only the weather that presents a limit on whether the Skawlink service has to be stopped or postponed.

- We have sailed out of Hammerfest for some years now, and we are very pleased with Skagen. And for us Danes it is only a plus that we

have cell phone coverage and access to Danish television. There is also the possibility of family visits within sensible distances, when we are in Skagen.

- It is also an advantage in case we need to change crew or crew members. The service in Skagen runs smoothly and all the involved (broker, transportation, taxi and tour operators) are accustomed to the special requirements that apply when dealing with different nationalities and destinations in the world, Jens Bak says.

Three ships The three big natural gas tankers that forms the so called LNG train, transports gas that comes from the Snøvitt field. The gas is processed in the plant on the island just north of Melkøya (Hammerfest). Two of the ships are the Japanese owned tankers Arctic Voyager and Arctic Discoverer. They are both owned the by Kawasaki Group, who built them in their own shipyard in Sakaide, Japan.

Both ships have a carrying capacity of approximately 142,000 cubic meters of gas. The third ship is the Danish flagged Meridian Spirit, which until

2012 had the name Maersk Meridian. The ship is now owned by the TK Group in cooperation with a Japanese investor company and they have Danish Erria A/S as their management company.

The Meridian Spirit is built by the Samsung Group in Korea and was delivered in 2010, as the last of eight LNG tankers that AP Moller-Maersk had ordered. It was sold in 2011 in one of the major sales of business units in the group. The Meridian Spirit ex Maersk Meridian and her sister ship Magellan Spirit ex Maersk Magellan is currently sailing under the Danish flag. The TK ships have a cargo capacity of 165,700 cubic meters.

The three “Skagen” ships are chartered to the French oil company Total and delivers natural gas to customers in different parts of the world.

In 2012 Maersk Meridian transported cargo half way around the world, from Melkøya to Chiba in Japan. Sailing via the Suez Canal, the journey took nearly 30 days and nights.

Usually natural gas is sailed from the Melkøya plant to some of the closer ports, for example; Altamira in Mexico, Aliaga in Turkey, Barcelona in Spain, Freeport in Texas, Rotterdam in Holland or the Isle of Grain in the UK.

Daily news on www.maritimedanmark.dk

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BY Martin Uhlenfeldt

New maritime fair in Copenhagen Denmark is for the first time host to the big maritime fair, when Bella Center in Copenhagen opens the doors for Danish Maritime Fair / Danish Offshore Fair the 8-9 October 2014. t the fair, exhibitors from all parts of the Danish maritime sector and offshore sector will present their advanced products, knowledge and competences. At the same time, a number of seminars and speeches regarding Danish positions of strength within shipping, innovation and green shipping will be held.

Danish Maritime Fair / Danish Offshore Fair will take place in connection with Danish Maritime Days, where maritime players from all over the world will rush to Copenhagen as to participate in the many events, which will leave its mark on the city in the days from the 6 to the 10 October.

The fair is thereby a unique possibility for Danish companies to present their products for the all of the maritime world – on home ground.

and cheaper for Danish companies to make themselves heard”, René Wittendorff says.

The media house Maritime Denmark is behind the fair.

“We have for a long time worked with the plans of creating an international maritime fair on Danish ground. It is completely natural that a country with so many maritime competences as Denmark has its own fair”, says René Wittendorff, CEO for Maritime Denmark.

“Danish Maritime Days is a brilliant initiative, which will place Denmark and Copenhagen at the maritime world map for good, and we are happy to be able to contribute to the event with the new fair. At the same time, Danish Maritime Fair / Danish Offshore Fair is a unique opportunity to create a show window towards the many visitors from the whole world, who will come to Copenhagen to participate in Danish Maritime Days”.

“Many of our advertisers tell that it is very costly to participate in – and difficult to make oneself heard – at the big fairs in our neighboring countries. A Danish fair will make it easier

With its location close to the motorway, the airport, big parking places, and the Metro, right to the door, the infrastructure around Bella Center is in top. In less than half an hour,

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We have for a long time worked with the plans of creating an international maritime fair on Danish ground.

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you can get to Bella Center from all the central parts of Copenhagen, and visitors as well as exhibitors can easily find their way, whether they come by car, train or airplane.

even very small companies to make themselves visible towards a comprehensive public and together with the established companies”, says René Wittendorff, CEO for Maritime Denmark.

Bella Center has extensive experience of holding international fairs and is ready to service visitors as well as exhibitors at a highly professional level.

Another innovation is that Danish Maritime Fair / Danish Offshore Fair assembles the maritime sector as well as the offshore sector under the same roof.

For exhibitors, it is already now possible to reserve a stand at the fair by contacting Maritime Denmark’s sales department by phone +45 36967415 or by mail salg@maritimedanmark.dk.

It is possible to reserve stands in all sizes – and as something new a special Innovation park will be established, where smaller or newly started companies to a special low price can buy a compact stand among all the large established companies.

“The Blue Denmark is characterized by a large flora of smaller niche companies with highly specialized and innovative products. With the new Innovation park we give the opportunity for

“We have a very competent and fast growing offshore sector at home, and we think it is natural also to involve the Danish offshore companies in the new fair. Denmark has a strong position within the oil and gas producing part of the sector, but certainly also when it comes to development of green energy. At the same time, the Danish manufacturers of equipment produce some of the most advanced equipment in the world, and they have built up a very valuable knowledge in connection with the demanding conditions, which are present in the Danish part of the North Sea”, René Wittendorff says.

“We look very much forward to show the Danish competences within the offshore area, and we look forward to a good and close cooperation with the Danish offshore companies and organizations”.

In addition, when it comes to the maritime sector, Maritime Denmark is working for involving the most important players in partnerships, which altogether will secure Danish Maritime Fair / Danish Offshore Fair a strong professional foundation.

The media house Maritime Denmark will continuously provide information about the fair at our Danish platforms: www.maritimedanmark. dk and the magazine Maritime Denmark as well as FiskerBladet – and at our English-language platforms: www.maritimedenmark.dk and Danish Maritime Magazine.

Welcome to Bella Center on the 8-9 October.

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New type of engine in Engineers at MAN Diesel & Turbo in Copenhagen – the world’s leading developer of ship engines – are behind the new type of engine to be installed on Norden’s 2 new ECO Handysize product tankers, which are being built at the GSI yard in China. The vessels will be delivered medio April and in July this year.

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hen the 2 new ECO Handysize product tankers with the flower names Nord Geranium and Nord Gerdenia are incorporated in the Norden fleet and thereby begin their commercial lives on the oceans, their newly developed Danish main engine takes a lot of the credit for the vessels being able to sail longer on the same amount of bunker oil. The goal is fuel consumption which is significantly lower than the consumption of comparable product tankers.

Engineers at MAN Diesel & Turbo in Copenhagen - the world’s leading developer of ship engines through decades - are behind this new type of engine. It has been named 6SME-B9.3 – or just dot3.

low specific oil consumption in the entire operational spectre as the fully electronically controlled engine. But at the same time, it is a more simple construction, which is easier and cheaper to maintain. In addition, the engine has been designed with a very low rotation speed, which, together with a propeller with a larger diameter than usual, results in significant efficiency improvement, explains Director Newbuilding Søren Westergaard.

Close dialogue with the Supplier It is the company’s ambition to be in the lead also in the technical area.

Therefo-

- We are talking about a semi-electronically controlled engine. It excels in having the same very

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re, he is very pleased that Norden will be one of the first shipping companies in the world to receive a vessel with the newly developed main engine.

- This has only been possible thanks to the close dialogue and close cooperation between Norden and MAN Diesel & Turbo at Teglholmen in the South Harbour of Copenhagen - more or less just around the corner from Norden.

Through the efforts of a lot of people, we succeeded in completing the last construction drawings for the new main engine right on deadline from the yard, tells Søren Westergaard.

Norden tanker Danish subcontractors Nord Geranium and Nord Gerdenia receive equipment from a number of Danish subcontractors, but also from many other Nordic subcontractors.

tankers will be relatively wide but will draw less deep - the construction is called shallow draft.

The cargo carrying capacity (deadweight) will be 40,000 tonnes.

- The Danish subcontractors are in fierce competition with especially suppliers from the Far East.

It is pleasant to see that they are competitive in terms of both quality and price. All things being equal, we get added value from choosing Danish or Nordic suppliers as it is easier for us to keep in close contact with them and more quickly get updates on new developments and new regulations. We can also more quickly receive notice of possible arising problems when the equipment is installed at the yard,” explains Director Newbuilding Søren Westergaard.

The idea of improved fuel economy has been incorporated in the entire construction/design.

It is not only the newly developed main engine, which significantly improves fuel consumption.

So do i.a. a very thorough optimisation of the vessel’s hull lines, an aerodynamic navigation bridge and accommodation as well as an optimised and highly efficient propeller.

Built at Chinese yard The 2 new product tankers are built at Guangzhou Shipyard International (GSI) in China, which Noden has cooperated with since 2002.

Including Nord Geranium and Nord Gerdenia, the yard has delivered a total of 15 product tankers to Norden – including the 8 vessels with H.C. Andersen names, which were delivered in 2006-2009.

- For many similar newbuildings, it is today very popular to equip the hulls with Energy Saving Devices. But for the 2 new GSI vessels, the optimisation of the hull lines has been so efficient that it would only have resulted in a marginal efficiency improvement if we had equipped the vessels with e.g. a Mewis Duct – i.e. a nozzle in front of the propeller which contributes to optimised propulsion by leading the water more optimally towards the propeller, says Søren Westergaard.

Danish Equipment Suppliers : Alfa Laval : Boilers and tank cleaning equipment Atlas Incinerator : Incinerators Danfoss : Frequency controls Danish Crane : E/R crane Deif : Power management systems Emerson : Valve remote control system, tank gauging Hempel : Coatings Logstor : Pre-insulated pipes MAN Diesel & Turbo : Main engines Nordhavn : Emergency generator Novenco : HVAC, fans, water mist system Scanvent : P/V valves Viking : Liferafts Wartsila : Cargo pumps

Source: Norden News Magazine Autumn 2013

The length of the 2 new vessels is 183 metres, and with a width of 31 metres, the 2 new product

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Now you see it ..

From water bottles to automative bumpers, a huge range of very visible everyday items start out as highly refined and completely invisible commodities carried by companys Lauritzen Kosan.

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- What’s interesting about gas transport compared to other shipping segments – bulk carriers loaded with coal or timber, or container ships full of large-screen TVs and refrigerators, for example - is that the commodity we carry is always enclosed and invisible, says Jogvan Joanesarson, gas tech superintendent for Lauritzen Kosan fleet management.

- You know it’s there, you can hear it flowing through pipes as liquid, but you never see it.

Which is probably why people generally think of what we carry as gas in a bottle or tank for cooking or heating or lighters. In fact, LPG (lique-

Daily news on www.maritimedanmark.dk

fied petroleum gas - propane or butane) is the only gas we carry that fits that description. All our other commodities are used to manufacture a wide range of everyday products.

From refineries to processing plants While LPG may be used directly for heating or fueling cars, it can also be refined (see sidebar) into petrochemical gasses such as propylene, which is one of the main commodities Lauritzen Kosan carries.

It is widely used, especially in Europe and Asia, to manufacture a diverse range of products,

How gases are refined The gases carried by Lauritzen Kosan are refined through a process called “cracking”, a term used in the oil and gas industry to refer to a variety of methods by which a larger product is broken down into smaller by-products. Crude oil, for example, can be processed (cracked) to produce “lighter” byproducts such as liquefied petroleum gas (LPG) or gasoline.

A “cracker” is the plant or refinery where this happens: an ethane cracker, for instance, creates ethylene. Cracking products, such as those carried by Lauritzen Kosan, are used to make many important chemicals and end products.

from mooring lines for the maritime industry to suitcases for virtually everyone on the planet. Because it lasts virtually indefinitely if not exposed to sunlight, propylene is also used to make underground pipes to carry seawater.

- Lauritzen Kosan transports the propylene from refineries to processing plants that manufacture plastic granules, which are then shipped in bulk to product manufacturers, says Jørgen Kragh, senior vice president for Lauritzen Kosan.

- We follow the same pattern with our shipments of butadiene (BTD), which is in high demand by tire manufacturers, particularly for use in large heavy industrial equipment, like the huge trucks used by the mining industry. More than 79 per cent of BTD goes to this market.

degrees in order to keep the gas as liquid at low pressure, while butadiene - with a boiling point of minus 4.5 degrees - is normally carried as liquid at subzero temperatures in order to reduce its self-reactive behavior as much as possible. Further, butadiene has to be inhibited in order to reduce its instability.

- Our semi-refrigerated and ethylene fleets are not just transport vessels in the ordinary sense of the word, says Jørgen Kragh.

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Lauritzen Kosan makes regular shipments from Europe to the USA and Mexico, chiefly to factories that produce rubber for international tire producers such as Michelin, Goodyear,Bridgestone, and Pirelli. In contrast to giant industrial tires, BTD is also used to manufacture e.g. Lego products, which contain between 5 and 30 per cent BTD. A similar end-product diversity results from LK’s shipments of ethylene, which is used to make polyethylene, the world’s most widely used plastic.

- Every time you drink from a bottle of water, you’re using an ethylene product, says Jogvan Joanesarson.

- They also contain sophisticated process equipment for handling, cooling, and heating the products - not to mention a whole range of safety equipment.

- An excellent catch-all example is cars. They’re full of plastic products - from the tires to the bumpers to the interior of cars – made from ethylene, propylene, and butadiene, as well as from other sources.

Case in point is Lauritzen Kosan’s fleet of awardwinning ethylene carriers that rank among the most technologically-advanced ships in the category and are designed with unique safety and environmental protection features.

You know it’s there, you can hear it flowing through pipes as liquid, but you never see it.

Specialised know-how and equipment All of these gases are potentially dangerous and demand very careful handling, something else that differentiates Lauritzen Kosan’s mission from standard ocean transport. Terms used to describe these cargoes commonly include words like “flammable”, “toxic”, and “unstable”.

It takes highly specialised know-how and equipment to carry them safely. Ethylene, for example - with a boiling point of minus 104 degrees - is transported at temperatures around minus 103

Daily news on www.maritimedanmark.dk

Source: Lauritzen News no. 19 2013

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By Bent Mikkelsen

TERNTANK QUITS NORWEGIAN FLAG Terntank Rederi, operating out of Skagen in Denmark, has decided to move the last two tankers from the Norwegian NIS register and into the Danish DIS register. This way the Terntank fleet of eight ships, will all have Skagen as home port.

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he two tankers on their way to Denmark are Tarnfors and Tarndal. Tarnfors was built in Shanghai in 1998 and delivered to Tärntank Rederi A/B, to sail under Swedish flag. In 2008 it was transferred to the NIS, with Ålesund as home port. The ship is 8,245 DWT. Tarndal was also built in Shanghai in 1998, but as a Dicksi to a Norwegian ship owner. In 2005 it was purchased second-hand by Tärntank, for the Norwegian company Tarnshipping A/S. The vessel is a sister ship to Tarnfors.

The vessels are expected to change theirs name, to the Danish way of spelling. With an E in Tern, like the six other ships already sailing under Danish flag.

- We have decided to change the flags on the last two ships for administrative purposes. It is much easier to handle all the ships when they are all under the same flag. Not that there are major differences between NIS and DIS, but administratively it is easier to work with one authority, says Jens P. Buchhave, director of Terntank Rederi A/S. The change

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of flag will not affect the crews operating the two ships.

New ships Along with the flag changes of the last two Norwegian ships, Terntank Rederi A/S has signed a contract with AVIC Dingheng Shipbuilding in Jiangdu, for the construction of two product tankers, with an option for another two units. The new ships will be equipped with a new type of diesel engine, produced by Wärtsilä and built for gas operation. The ships will use LNG as the primary fuel, but is also built for so-called dual-use and can also sail on MGO (Marine Gas Oil).

In addition to this, the two new ships will be energy-optimized, with larger propellers and a hull that is optimized in hydrodynamics which will provide a significant reduction in energy consumption.

- By using a large propeller and by optimizing the hull, we expect to save around six tons of fuel per day, and that is very important with

We have decided to change the flags on the last two ships for administrative purposes

today’s bunker prices. It will also be interesting to see what the price of LNG will be when the ships are ready for operation, says Jens P. Buchhave.

The new vessels will be among the very first to meet the IMO Tier III regulations about emissions, etc. The emissions are reduced by about 90 % in general; NOx emissions are reduced by 80% and CO2 emissions are reduced by 35%, through the various initiatives that are being built into the ships from China.

The new ships, with the hull design from the Rolls Royce Group (type NVC615CT) will then meet the requirements and rules that come into effect from January 2015. This is expected to have a major impact on the transport of goods to and from different locations, including the Baltic Sea. - It is very difficult to predict the future, but we definitely think that we, with these groundbreaking new vessels that will be delivered in 2016, will have an advantage in several different aspects.

It is not unusual for Terntank to be a pioneer in

the business. We built double-hull vessels about 20 years before it became a legal requirement, and the construction of environmentally friendly ships, is an approach that the company has had for more than 70 years in its transportation of petroleum products, says Jens P. Buchhave.

We expect a lot of benefits from the reduced energy consumption, but there are many indications that there are also other ways to increase savings and / or benefits. We are seeing increasing interest from our customers - including new customers - who have heard about our efforts with the new ships and are showing interest in the project. More and more companies are submitting an environmental report, in which emissions and other pollution associated with transport of raw materials or products are included in the company’s environmental report. Our new ships will help to reduce overall emissions and it will fit the environmental profile the ships require in the world, when rules and regulations are tightened, says Jens P. Buchhave.

The ships are being built under the project Zero Vision Tool, where they are working towards getting a 90 % reduction in different port charges.

Harbor discount - Another aspect of the environmental profile of our ships, which can result in a financial reward, is the ports around Scandinavia. We are already talking to the Gothenburg Harbor, which for several years have supported environmental improvement initiatives and there is talk of a possible reduction of port charges, etc. Fortunately, it is not only Gothenburg who have shown interest in the environmental profile of the ships. But as mentioned before it is difficult to predict the future, says Jens P. Buchhave.

One of the uncertainties surrounding the use of LNG as fuel on ships has been the issue of security of supply. There is virtually no bunker stations offering LNG directly from the quayside, but there are many indications from ports, that want to have this kind of fuel

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by the Directorate for Civil Protection and Preparedness in Norway.

In the beginning, when Fjord Line’s first ferry was put into operation, the LNG bunkers for the ferry, had to be transported over land in Norway. Then sailed to Denmark via Stena Line from Gothenburg to Frederikshavn, and then driven to the Hirtshals Harbor.

service. It is all just wishful thinking, except Risavika, where there is a station that supplies the two ferries Bergensfjord and Stavanger Fjord, built for LNG operations.

Terntank Rederi A/S has in advance reached an agreement with the Norwegian Skangass, concerning a continuous supply of LNG to the two new tankers. This will be done by ship to ship bunkering at sea, where LNG will be delivered to the Terntank ships by the 6,500 cubic meter LNG tanker Coral Salome. The ship is among the smallest LNG tankers in service and is currently sailing in Northern Europe. In the autumn of 2014, the ship owned by Anthony Veder in Rotterdam, will be sailing for Skangass. Skangass is also responsible for the supply of LNG to the Fjord Line ferries. There has been a bunker (filling station) built in Risavika. The bunker in the Norwegian harbor can also offer LNG to other ships, and has become a reality after a sluggish approval

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Daily news on www.maritimedanmark.dk

Technology The two Terntank ships are being built at the yard that is currently building a series of LPG/Ethylene carriers for Anthony Veder in Rotterdam. The Terntank ships are 15,000 DWT and equipped with a Wärtsilä 5RT - flex50DF (Dual Fuel) with an outlet of 6,000 kW to 14.5 knots service speed. Their main allocator will be 147 meters long with a width of 22 m. and a depth of 9.0 m. There will be seven pairs of double tanks each with its own cargo pump. The two ships are to be delivered in February and May of 2016.

The product tanker of 15,000 DWT is called the Donsö type, because it has been the favorite for the tanker companies in Donsö. Terntank currently has four ships of this size: Tern Holm, Ternhav, Ternvåg and Ternvik. In the current fleet, Ternland is the oldest ship. The ship is 10.877 DWT, and was delivered by Kværner Kleven in Leirvik, in 1996.

ASIA SHIPBREAKING

Four danish ships beached The NGO Shipbreaking Platform, has published a complete list of ships that were dismantled around in the world in 2013. Of the 1213 large ocean-going vessels that were scrapped in 2013, 645 were sold to substandard beaching facilities in India, Pakistan and Bangladesh . Approximately 40% of these ships were EU-owned.

- The new EU regulation on ship recycling entered into force on 30 December 2013. However, unless an economic incentive is added to it, the registration of European ships under flags of convenience will allow ship owners to sail around the new regulation and continue dumping their toxic ships in substandard facilities, says Patrizia Heidegger, Executive Director, NGO Shipbreaking Platform, a global coalition of organisations seeking to prevent dirty and dangerous shipbreaking practices worldwide,

European ship owners sold a total of 372 large commercial vessels for breaking last year, of which 238, almost two thirds, ended up on a South Asian beach. Greece remains the worst European toxic ship dumper, closely followed by Germany. Owners in these countries disposed a record-high 80 percent of their end-of-life ships in India, Bangladesh and Pakistan, and included well-known companies such as Danaos and Euroseas (Greece), and Conti, Hapag-Lloyd and Leonhardt & Blumberg (Germany).

End-of-life vessels contain toxic materials such as asbestos, heavy metals, PCBs and organic waste within their structures. South Asia has become a preferred dumping ground as environmental, safety and labour rights standards are poorly enforced there. Ship owners are able to sell their ships to the beach breakers for considerably greater profit than if they were sold to clean and safe recycling facilities.

Comparatively, Japanese owners sent 43% of their ships to South Asia, whilst Chinese owners in vast majority opted for nationally available ship recycling capacity. Other European companies that have recurrently topped the lists of worst dumpers include Switzerlandbased Mediterranean Shipping Company (MSC), with 9 ships dumped in India in 2013, and the Monaco-based Sammy Ofer Group, with 13 ships dumped in Bangladesh, Pakistan and India.

- Whereas the number of dismantled ships remained nearly as high as in 2012, the number of beached ships dropped from 850 to 645 in 2013, representing a reduction of 24% from the previous year. More ship owners have opted for cleaner and safer solutions in 2013 compared to previous years – this is good news for the environment and the workers, and also for those ship recycling yards globally that have invested in better practices, says Patrizia Heidegger, - Still, the majority of ship owners uphold their dirty practices and European owners are amongst the worst.

Once applicable, the new EU ship recycling regulation will ban the breaking of ships registered under the flag of an EU Member State in beaching yards and demand proper recycling in facilities that meet the requirements set out in the Regulation. ”The Regulation runs the risk of becoming a paper tiger, More than two thirds of the European ships dismantled in 2013 did not sail under the flag of an EU Member State when heading for a dismantling yard and would therefore not have been covered by the new Regulation.

In addition to the ships already sailing under non-European flags during operational use, another 55 ships were flagged out from European registries just before scrapping outside the EU. Flags of convenience such as Comoros, Tuvalu, Saint Kitts and Nevis, Togo and Sierra Leone, that are less favoured during operational use, were excessively popular flags for the end-of-life vessels broken on beaches in 2013”, says Patrizia Heidegger.

“Reflagging has always been a convenient way for ship owners to circumvent rules enforced by the flag states. The Platform and its members have been calling upon the EU to introduce an economic incentive to promote clean and safe ship recycling, because a Regulation based only on the voluntary registration under a European flag will not have the promised impact”.

Responsible European ship owners have meanwhile developed ship recycling policies.

The Danish Maersk group, the world’s largest containership owner, was amongst the first to have an ambitious ship recycling policy and has so far lived up to it for those ships registered under its name.

Only four Danish owned ships were among the 238 EU-owned ships that ended up on South Asian beaches in 2013.

Daily news on www.maritimedanmark.dk

Source: NGO Shipbreaking Platform

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The Blue MBA

Programme Since 2001, Copenhagen Business School (CBS) has attracted students from countries worldwide to its Blue MBA Programme. J. Lauritzen is embedded throughout the programmes history. The programme aims at giving participants up-to-date insight into shipping economics, logistics, and modern management theories and their application in the maritime sector.

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he programme adopts a holistic view of shipping, integrating commercial, technological, and financial aspects as well as maritime law and supply-chain management, in the context of leadership challenges.

In today’s shipping industry it is not enough to be an expert in just one area of the industry: you need to have deep knowledge of industry dynamics and the other players in the field to better understand your own industry and to strategically place your company in the right direction.

Continuous improvement The programme was launched in 2001, with most of the participants coming from Nordic countries. Irene Rosberg, programme director, explains the programme’s progress:

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- It was a small class in 2001, and at the end of the programme we graduated only 12 participants.

She emphasizes that a lot has happened since then: - We have restructured the programme to be more suitable for the busy individuals who need to take time off from their work to attend classes; we have constantly improved the level of our lecturers and coaches to make sure that we keep our participants abreast of developments in the maritime industry; and we have enhanced the networking opportunities that we offer our participants.

Since 2001 the programme has grown steadily.

The class of 2013 graduated 37 participants from

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around 20 countries, with different backgrounds and representing all the different segments of the industry, which shows that CBS’ Blue MBA has enhanced the diverse composition of its students beyond just the geographic level. As the programme director proudly points out.

- Today we have 162 graduates sitting in senior positions at many different companies worldwide, and our network continues to grow.

The class of 2015 commenced their academic journey on Monday 23 September 2013 with 40-plus participants.

Up-to-date insight The programme offers up-to-date insight into the shipping industry. It couples the theoretical

FOTO: Tao Lytzen

framework outlined in the programme with the practical knowledge of the participants.

- A combination which will help them position their companies strategically in the future market and gain competitive advantage, as Irene Rosberg puts it.

Through its holistic approach, the programme provides insight into the industry’s many closely linked sectors, which will help participants understand their market better.

A number of people with seafaring backgrounds apply for the programme. It is imperative to have insight into how to operate a ship; however, it is equally important to have a thorough understanding of the market, the business environment, and how to manage and lead people.

- Through the programme’s holistic approach we have managed to give our participants a unique insight into various aspects of the shipping industry, says Irene Rosberg.

- This knowledge, combined with leadership skills, is capable of transforming the participants

into highcalibre professionals ready to face the challenges of the future.

She concludes: - The attraction of the programme lies in the vast knowledge database created by the participants from varied international backgrounds and a distinguished and vastly experienced teaching faculty.

Lauritzen involvement Looking at the history of the Blue MBA, J. Lauritzen played a part in the creation of the programme and has been involved ever since.

The basic idea for a specialised shipping MBA was first formulated in a report that led to the formation of EMUC (the Maritime Development Centre of Europe), whose first chairman was Leif Svandberg, president of Lauritzen Kosan until early 1999.

Another JL employee deeply involved with the programme is Jens Søndergaard, senior vice president and Head of the Strategic Planning Unit in J. Lauritzen. Having graduated as MBA from CBS in general management in

1998, he became part of a team that went on to explore the idea and scope of a Blue MBA at CBS. Jens Søndergaard has over the years regularly participated as lecturer in the programme, with key focus on strategy. He also served as a member of the advisory board of the programme from the very beginning until 2009, when Torben Janholt and other senior executives of the Danish shipping industry were appointed members of the advisory board.

The Lauritzen Foundation has also been involved in the programme, providing financial support for the so-called Blue Events with the aim of strengthening the networking activities of the Blue MBA. Several J. Lauritzen employees have completed the Blue MBA during the years and the current class has two students from J. Lauritzen, both on a maritime MBA scholarship from the Danish Maritime Foundation.

Source: Lauritzen News No. 19, October 2013

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Profile

How to escape pirates in a different way Aspida Maritime Security, which helps shipping companies to avoid pirates in the piracy-plagued seas, has opened an office in Copenhagen. The company wants to be closer to the Danish market and has a number of ideas on how to prevent the problem with piracy.

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spida Maritime Security, which has its head office in Greece as well as offices in London, Seoul, and now also in Copenhagen, gives advice to shipping companies on, how they can prepare the ships, so they in the best possible way can sail through an area such as the Gulf of Aden without having pirates entering the ship. Besides, the company also provides armed guards to the ships.

A Best Management Practice is established.

It is a guideline on how to prepare the ship to have the highest degree of security in relation to prevent getting pirates onboard.

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Moreover, the shipping companies can take many different precautionary measures to prevent piracy. The shipping company can put barbed wire on the ship, most ships have a so-called citadel onboard, and they can use water cannons, just to mention a few examples. “We advise the shipping companies on, how they can sail in a risky area in the best possible way. Typically, the crew onboard the ship carries out the practical job with preparing the ship, we check it through so as to see, whether it is good enough�, tells John-Marco Cecchini, who is the head of the office in Copenhagen at Aspida Maritime Security.

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Aspida Maritime Security works in the whole area from Egypt to Sri Lanka and South Africa, and the company here offers to provide armed guards for the vessels.

In Western Africa, it is for the moment not allowed to have armed guards onboard, Aspida Maritime Security is, however, present in Nigeria and Togo and advises the shipping companies on, how they can take precautionary measures to prevent piracy.

Wants to be closer to the Danish customers Aspida Maritime Security comes of the Greek

shipping traditions and has a deep understanding of the conditions within shipping.

They are as such not a new player on the Danish market.

“We already have customers among Danish shipping companies. However, we have also established the office so as to be able to give them better service and to comer closer to them. Of course, we have also established the office as to expand at the Danish market”, says John-Marco Cecchini. Now, he spends a lot of time visiting the Danish shipping companies to hear, what demands the Danish merchant fleet makes and not least to present the new ideas, Aspida has, on how you can prevent having the ship high jacked by pirates.

John-Marco Cecchini’s own background is that he has worked in the Danish Navy’s military police, which is part of the Royal Danish Navy Frogman Corps (SEALs). He has been in the area and from there he has a knowledge of, what you in some situations could have done to prevent pirates onboard or at least minimize the risk of having the ship high jacked.

and have closed the door behind you. In this way, the pirates cannot come inside the ship”, John-Marco Cecchini explains.

Another of Aspida’s initiatives is a cooperation with the Technical University of Denmark (Space/Compute), which is about developing a surveillance system via the ship’s electrical net. It should give an overview of the ship from inside the ship’s citadel.

“The system is about setting hidden cameras up round the ship, so from inside the citadel you can follow who is moving around on the ship. The surveillance system is already developed, but the new part is that you can send “live” pictures via an encrypted line to UKMTO/MSCHOA, which is the operation center of the naval forces, which then can send the live pictures to the nearest naval vessel”, John-Marco Cecchini says.

Development of competences Another area, which John-Marco Cecchini feels strongly about, is development of the

competences of the guards, who they send onboard the ships.

“Actually, no official education exists for the Danish maritime guards. We cooperate therefore with some educational institutions in order to have an approved education for the guards established here in the country. We will then have something to offer the soldiers, when they become 35 years old, and they no longer have a contract with the Defense”, he says, adding: “Until now, we have only used British and Greek guards, but approximately 30 Danish ships are present in the area every day all year round, and I would like, if Danish guards in the future come onboard the Danish flagged ships and I will work for that”.

Aspida Maritime Security Skindergade 15 1159 København K E-mail : copenhagen@aspida.org www.aspida.org

Workshops in cooperation with EMUC Aspida plans in cooperation with the Maritime Development Center of Europe to hold a number of workshops during 2014, where Aspida will present their ideas to, how the shipping companies can improve their antipiracy measures.

“Aspida has for example launched an EasiChok system, which is a device to put under the hand grip to the ship’s accommodation quarters, which makes it impossible to open door from outside. By use of the Easi-Chok system, the doors will be secured, when you have entered the accommodation quarters

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BY Bent Mikkelsen

First semi-sub rig in Esbjerg for repair The offshore company Semco Maritime in Esbjerg has secured a very important contract - to repair and upgrade their first semi-submersible drilling rig. In mid-January the rig Transocean John Shaw arrived in Esbjerg. The repair is a big operation with up to 400 people involved and the task must be completed within 80 days.

- It is extremely important to get the rig repaired and returned. Every day the rig is not operational, the owner loses money. That is probably why Transocean postponed the repair for as long as they could. They would obviously like to have it back in operation as soon as possible, says the Vice President of Semco’s Rig Project Operations, Nicolai Vejlgaard.

- Part of the reason the contract went to Esbjerg, was that the semi-sub rigs has a special design. Unlike newer rigs of the same type, Transocean John Shaw has a more traditional machinery and propeller system. Newer semi-subs have too much draught to dock at Esbjerg harbor and usually requires up to 14-15 meters of water.

Because the Transocean John Shaw has a propeller on each of the pontoons, it only requires 7.5 meters of water.

Which matches the berth in Esbjerg harbor perfectly, says Nicolai Vejlgaard.

The sheer size of rigs requires additional facilities on the quay. There have been extra bollards put in place to secure the rig, in case of a storm. The extra bollards are planted 18 meters into the ground and should be able to withstand any windy conditions. The rig floats, but is far more vulnerable to windy conditions than a jack-up rig. A jack-up rig stands on its three legs firmly planted on the seabed.

Steel and accommodations Before the repair could start in Esbjerg, there had to be a series of landings with elevators (there is access to the rig approx. 40 meters above the quay) and ​​a second landfall built, to have an emergency escape route and landing.

When all this was done, the next step was to get the thousands of scaffolding components on board the rig, to provide work platforms for the workers.

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he job is done around the clock to ensure that the rig can get back to the highly paid rig market as quickly as possible.

There was extensive work done, including the rig’s six legs (each 40 meters high) which were covered with scaffolding and shielded, to prevent the other workers from being disturbed. The underside of the main deck

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was also covered in s​​ caffold. This construction was necessary in order to perform a comprehensive renewal of the steel in the main decks supporting structures.

- There is a lot of steel work on this rig and we found that this was the easiest way to get to the task done, says Nikolai Vejlgaard.

In addition to the external tasks, including sandblasting and painting large areas on the rig, there will also be a comprehensive renewal of the accommodations. It is a slightly older rig, and it will be upgraded with new chambers and brand new facilities in the existing accommodations. There are different extensive tasks, including the renewal of the entire electrical network on board which requires a large force of electricians.

- In general this is a much bigger task, than any of the rigs we have previously upgraded and repaired in Esbjerg, says Nicolai Vejlgaard.

The rig is designed to work in water depths of up to 600 meters and be able to drill seven

kilometers into the ground. Because of this, all the machinery and equipment are of a larger and stronger dimension, than on a jack-up rig. The jack-up’s operates in 30-35 meters of water and only drills a couple of kilometers into the ground.

The John Shaw semi-sub rig also has some very strong anchoring systems on each of the six legs.

These will have to be renovated and inspected before the rig goes back to business. All of the rig-structure will be inspected by surveyors from The Norwegian Vertias while the rig is docked in Esbjerg. Finally the rig drilling systems has to be removed for inspection and repaired. Last but not least it has to be reassembled and prepared for another job in the rough seas.

The upgrade also includes the rig’s rescue equipment. The many lifeboats will be replaced with new ones that have already been delivered and are ready to be installed, when the steel and paintwork is done.

American owners The rig is owned by the American company Transocean Offshore Deepwater Drilling Inc, located in Houston, Texas. The company is one of the largest global operators of drilling rigs and drill ships and has a fleet of 68 vessels of different sizes. In addition to this, there are approximately 25 rigs/drill ships that Transocean operates for other owners, as so-called “third party operators”.

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Transocean’s rig fleet is spread all around the globe and is represented in the various centers, where there is a lot of exploration and extraction of oil, like the Caribbean, the North Sea, Indonesia, Australia and Africa.

port. The Transocean fleet is registered in the three registers typically used by U.S. operators.

In addition to Vanuatu, that since the mid-1980s has offered an open registry, it includes the Marshall Islands and Liberia.

The Transocean John Shaw was built in 1982 by the Mitsui group in Japan and delivered from the shipyard in Ichihara. It is 82.3 meters in length, 66.7 meters wide and has 15,425 BT.

Semco expands The task of repairing and upgrading the rig at Esbjerg involves 400 people, of which 300 are Semco Maritimes employees. The remaining 100 people come from sub-contractors who are hired in for the job. They are also set to upgrade the jack-up rig Atlantic Esbjerg that is positioned quite close to the John Shaw.

The name, is like the other units in the Transocean Group, taken from the companies own group of employees. John S. Shaw was the chairman of the board, in the company Sonat Inc in Birmingham, Alabama. The company’s offshore division, Sonat Offshore was the company that changed its name to Transocean Offshore in 1993.

Transocean John Shaw is registered in Vanuatu in the Pacific Ocean with Port Vila as its home

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Semco Maritime has renovated a number of rigs in Esbjerg in recent years and has also performed similar repairs and upgrades on rigs along the coast of Norway and Vietnam. Semco has recently expanded its business, with new rig upgrade facilities in Scotland. A strategic partnership

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has been arranged with the Cromarty Firth Port Authority, to offer repair and upgrading of rigs in the port of Invergordon.

Over the years, Cromarty Firth has been used for ‘stacking’ of drilling rigs, for periods between jobs. In fact, about 650 rigs have berthed Cromarty Firth over a period of 40 years. Now Semco Maritime is offering a permanent staff with offices in Invergordon.

- We are very excited about our cooperation in Invergordon, says Hans Peter Jørgensen, Senior Vice President of Semco Maritime.

Cromarty Firth and Invergordon is approximately 100 km north of Aberdeen. It is the absolute center of the extensive activities in the British sector of the North Sea and North Atlantic.

Maersk turns unemployed into offshore wind technicians Local unemployed people are benefiting from new careers in the offshore wind industry following their successful completion of a newly developed qualification offered by Maersk Training in Newcastle, designed to help them take advantage of job opportunities in the thriving UK offshore wind energy sector.

- Tough economic times mean unemployment rates are high in our region. Encouragingly, the offshore wind energy sector is expanding at a very fast pace and there are numerous opportunities for people seeking employment and looking to get into a fast-growing industry, however learning these safety skills is a vital prerequisite. The recent Renewable UK Skills Manifesto estimates that by 2023 the sector will require an additional 70,500 skilled workers and clearly our qualification will go some way to filling the skills shortage in the sector, says Stuart Cameron, Managing Director at Maersk Training.

Following the success of a pilot Diploma course earlier last year, a number of people have obtained jobs with BostonEnergy. The various roles include working on Walney Offshore Windfarm in Cumbria and as Technicians on Offshore Siemens Wind Turbines.

- BostonEnergy work hard to support our clients with the best turbine technicians and

Maersk Training supply sound technical and safety training programmes that give the technician the best attitude in working safely. The Diploma is a very pro-active way of bringing new technicians into the industry, says Adrian Yeaman, Operations Manager of BostonEnergy.

Martin Scott is one of the new Wind Turbine Technicians with BostonEnergy.

- I am very happy to join the renewables industry. Following a successful interview I was offered work with BostonEnergy, where I have now joined a team at Walney Offshore Windfarm in Cumbria. The Diploma played a big part in me gaining employment as the training and skills gained during the course gave me great insight into working safely, says Martin Scott .

covers the essential skills, knowledge and training people need to work in an offshore wind turbine environment.

The Diploma is a great chance to offer people who might not otherwise be financially able to improve their prospects, an opportunity to get their foot on the ladder and gain a valued qualification. It is scheduled to run every two to three months.

To qualify for a free place, applicants must be unemployed and in receipt of benefits, be a resident in England on the start date and be aged 19 or over. People who do not qualify for a free place are eligible to apply for a place at a subsidised rate.

The Level 2 Diploma in Staying Safe in the Wind Turbine Environment (Onshore and Offshore) lasts approximately ten weeks and

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Source: Maersk Training UK

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Profile

This is how fire in the engine room is avoided A fire in the engine room in a ship may quickly develop into a catastrophe, but as a matter of fact a system tracking oil leaks can prevent that a fire starts. The system will warn you as soon as there is a risk of fire.

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ccording to DNV, 60 per cent of all fires in a ship start in the engine room, most of them because of oil leaks, and as ship fires always are dangerous there is cause for taking it seriously.

Measures the gasses from the oil The system named LAS-10 (Leakage Alarm System) measures the oil drops in the air as well as the gasses from the oil that may develop into fire.

”One problem is that you have no place to escape to when a ship is on fire. The ship lies idle, maybe out of control. So human lives are in danger. The second problem is that it is very costly to have a ship out of work after a fire”, explains Lars Gerner Lund, Chief Operating Officer in the Danish firm DASPOS A/S.

About 10 thousand liters of air are led by a strong blower through a detector and a specially designed filter. The detector analyses the contents of oil drops and gasses of the air.

Four years ago, he established DASPOS together with Torben Jørgensen, and the idea behind DASPOS is precisely to help the shipping companies to secure human lives and values. This is done by introducing a leak tracking system that is able to discover the oil leaks in the engine room – BEFORE a fire starts. ”We have developed a leak tracking system, which can detect if there is something in the air in the engine room, which means a risk of fire. The system raises the alarm before the fire starts, whereas a traditional device only gives the alarm when the fire has already started”, Lars Gerner Lund says.

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”If there is an oil leak hydrocarbon sprays and – gasses, which will be present in the open engine room, will be caught by the detector. If it is a small leak under high pressure from for instance the fuel feed, which typically develops spray or oil vapour, we measure the differential pressure above the filter. If this suddenly has increased, the filter blockage has increased, and then there is a risk of fire. If we have a larger leak which does not generate small drops or sprays, the hydrocarbons will be caught by the built-in gas sensor”, Lars Gerner Lund explains.

Until now, systems have typically used a beam of light to registrate what is in the room. This does not give any warning about hydrocarbons in the air.

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”This means that these systems discover the risk only when there is smoke, and then the fire is already there. We do not use air beams for detection in our system”, Lars Gerner Lund states.

Cruise liners and supply vessels This system has been developed in cooperation with A.P. Møller-Maersk and it was installed on board Emma Maersk as one of the first vessels. But it is suited for all types of vessels from the pilot boat with just one engine and just one detector installed, to large cruise liners with up to quite a lot of detectors.

The system can be installed with up to 48 detectors. However, the biggest number of detectors that DANPOS has installed, on a cruise liner in fact, is 24.

Typically, 3-6 detectors are installed, and for the purpose of comparison: On board Emma Maersk, eight detectors were installed.

For a start, we have introduced the system for the shipping companies where much people are on board, i.e. ferries and cruise liners, or where optimal safety is an important part of the policy towards staff members and passengers. Companies as Esvagt and Scandlines have taken action according to their written safety policies by installing LAS-10 systems on all their ships, Lars Gerner tells, and he continues: ”In addition to that we focus on ships where a fire involves big costs. Anchor handling vessels, supply vessels, and tug boats for example. If for example a supply vessel lies idle one single day, so that it cannot sail personnel or supply to the platform much money will be lost”.

Lars Gerner adds with a twinkle in his eye: ”A fire costs between 1 and 1.5 million DKK a minute, so the cost of our system amounts to the cost of 15 seconds of fire. That is money well spent, we think”.

Production in Denmark DASPOS has chosen to outsource the whole production. All component parts are produced in Denmark so that the firm can quickly adjust to the market’s needs of high product safety and quality.

“Even if that type of production can be outsourced to for example the Far East we have deliberately chosen to place it in Denmark in order to be able to react and deliver on short notice within the established general agreements. Many of the companies’ ships, such as supply vessels, most of the time find themselves at work at sea of course. When they at last are in port for a few days, they need quick supply. Often their going to port is not the result of long-term planning, which does not leave us much time to react”, Lars Gerner Lund says explaining why he has chosen to place the whole production in Denmark Connection to water mist – system When DASPOS installs detector-systems on a ship, cables are drawn from the detector to a control unit that transmits signals to a monitor that shows the risk level in the engine room.

This signal can be passed on to a water mist-system or to another automatic fire extinguishing plant if there is one installed on board. Many ships have them by now, explains Lars Gerner Lund.

With that, the efforts can be efficiently concentrated when there is risk of fire.

Or as one of DASPO’s clients puts it: ”We know everything about how to put out a fire on board – We just don’t want it to occur!”

DASPOS A/S Vesterlundvej 9 DK-2730 Herlev Tel: +45 4432 7767 www.daspos.com

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Posidonia 2-6 June 2014

Metropolitan Expo, Athens Greece

it's a great deal The International Shipping Exhibition

Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com

www.posidonia-events.com