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kolofon danish Maritime magazine ISSN 1903-5888 EDITOR
NORDEN Most frequent in the Panama Canal Page 4
DANISH MARITIME DAYS The DMA has high hopes
Posidonia Where the Greeks go
DANISH MARITIME FAIR 7. - 10. October
Martin Uhlenfeldt Phone: +45 23 66 28 99
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mu@maritimedanmark.dk
POSIDONIA Greek shipping
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René Wittendorff, CEO Phone: +45 70 20 41 55 Fax: +45 70 20 41 56 rw@maritimedanmark.dk
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PROFILE IOP Marine A/S Page 8
Page 35
Greek economy Shipping has tremendous influence Page 10
Maersk Drilling First drill ships
PosidoniA A first for Hoyer Motors
NORDEN Setting global standards
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publisher Maritime Danmark ApS Esplanaden 30.4 1263 Copenhagen K Phone: +45 23 66 28 99
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possible orders Greek newbuilding programme
Jihad At Sea Al Qaeda’s Maritime Front
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MADE IN DENMARK Top grade maritime products
Layout Michael Storm, Designunivers
Next issue: 23rd June 2014
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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 Bjarne Mathiesen Steen Sabinsky, CEO Maritime Development Center of Europe / EMUC
Ship RepaiR One StOp SeRvice FRedeRikShavn, denmaRk - the beSt Ship RepaiR centRe in euROpe
Kurt Skov, CEO Blue Water Shipping Lars Thrane, Founder af Thrane & Thrane
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Norden THE most frequent through the Panama Canal With 235 passages in 2013, Norden is the dry cargo shipping company in the world, which most frequently sails through the Panama Canal – the 77 kilometre long shortcut between the Atlantic and the Pacific oceans, which makes it possible for the shipping industry to avoid detours south of South America or Africa of thousands of nautical miles.
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orden is number 10 on the list while the 9 shipping companies before Norden are all container shipping companies. The dry cargo shipping company which, after Norden, has the largest number of passages through the Panama Canal only has half as many passages as Norden. - The numbers both indicate how great a dry cargo player Norden is and how important the Panama Canal is for the completion of our voyages in that part of the world, says Nordens Head of Dry Cargo Operations, Vice President Jens Christensen.
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Together with the 169 kilometre long Suez Canal from 1869, the Panama Canal has since the opening in 1914 saved the global shipping industry and thus also to a high degree Norden many million nautical miles of extra sailing. Around 25.000 vessels or approximately 15% of the world’s shipping trade sail through the Suez Canal every year, which connects the Mediterranean with the Red sea. Only around half as many vessels pass the Panama Canal in a year. There are several explanations for the less amount of traffic through the Panama Canal,
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which in contrast to the Suez Canal is not only a shortcut. It is literally also a bottleneck. The Suez Canal has no limitations with regard to width and length of the vessels or how deep they draw - only fully loaded super tankers have to take the detour south of Africa. In contrast, the Panama Canal has presently limitations as the width of the vessels cannot exceed 32 metres, length 294 metres and draught around 12 metres – hence the name Panamax for the largest vessel type to pass the canal.
The Panama Canal has since it was constructed consisted of 1 lock on the Atlantic side, the Gatun Lake in the middle and 2 locks on the Pacific side. The extension project includes an extra lock with much larger dimensions at both entries to the canal. The official schedule for the completion remains October 2015. New opportunities for Norden - Like other shipping companies, we are looking forward to the limitations of the passage through the Panama Canal no longer applying. We will be able to increase the cargo intake on our Panamax vessels, but I cannot say how many more passages Norden’s dry cargo fleet of around 280 vessels will makethrough the canal. Following the extension our fleet of Post-Panamax vessels and to a certain extent Capesize vessels will be able to use the Panama Canal. To what extent they will use the canal depends on their trading patterns, says Head
of Operations Jens Christensen from Norden’s Dry Cargo Department. On average, the passage through the Panama Canal takes around a day. The price varies depending on the size of the vessels, but for a typical dry cargo vessel, it exceeds USD 100.000 per passage, which should of course be seen in relation to the significantly reduced distance.
Source: Norden News Magazine Spring 2014
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Canal being extended With a referendum in 2006, Panama decided to extend the canal so that vessels with a width of up to 49 metres, a length of up to 366 metres and a draught of up to 15 metres can sail through the canal.
Panama Canal • First ship through the Canal September 26, 1913 • Date of official opening August 15, 1914 • N ame of first official ship S.S. Ancon • Length of Canal from Atlantic to Pacific 51 miles • T ime to transit Canal 8-10 hours • N umber of ships crossing daily 40 • Number of ships crossing each year 12.000 -15.000
The numbers both indicate how great a dry cargo player Norden is and how important the Panama Canal is for the completion of our voyages in that part of the world. - Jens Christensen, Vice President, Head of Dry Cargo Operations, Norden
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THEME: POSIDONIA
By Tina Altenburg
Posidonia - where the Greek shipping community is gathering The fact that Greek shipowners control the largest commercial fleet in the world is part of the explanation why the Greek maritime fair Posidonia has become one of the most important maritime fairs in the world, if not the most important of them all.
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osidonia has a history of more than 40 years, as the first exhibition took place in 1969. Since then the international maritime exhibition has been held every second year, and it is now recognized as the most important maritime fair globally. It is not the biggest fair measured in square metres, but it attracts many exhibitors and not least many visitors.
home market. Posidonia is more general, with tankers, bulkers, ship finance, ship service, all in one place, he says.
The fair has a total exhibition area of 35,000 square metres and in 2012, 1,870 companies were exhibiting at Posidonia, and of which only 312 were Greek companies. The rest came from 87 different countries. Besides, 18,547 visitors came from 92 countries. This year the Posidonia organisers expect to exceed 1,870 exhibitors from 85 countries.
-What makes this fair different from other shipping fairs is the fact that many shipowners are present at the fair. When you visit a shipping exhibition in Asia, it is more oriented towards the shipyard industry. It makes the fair something special that so many shipowners are present, explains Mark Lerche, Business Sector Manager, Danish Marine Group, part of the Danish Export Association.
- There are many reasons as to why it is so. One of them is the strength and position of the Greek fleet, as Greece has the biggest fleet in the world. If you want to do business with Greek shipping companies, you ought to go to Posidonia. Besides the Greek shipowners being present, the fair also attracts many people from China and India, among others, so it is a good opportunity to meet the whole shipping community in one place, says Theodore Vokos, Executive Director, Posidonia Exhibitions S.A. Compared to other maritime fairs, Posidonia is more general, Theodore Vokos thinks. - SMM in Hamburg is more technical and Norshipping is more focused on the North Sea, their
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Shipowners are present At Posidonia, you will find many shipowners being present, and this is a difference compared to other shipping fairs.
Moreover, many Greek shipowners do not visit other fairs - they simply wait for Posidonia, explains Bjarke Staal, a bunker trader, who has lived in Greece since 1999. He has visited all Posidonia-exhibitions since 1998. - If a company has products it wants to present to Greek shipowners, you cannot expect to meet them at Norshipping or in Singapore. The only opportunity to meet them is to go to Posidonia, he says. Mark Lerche adds: - If you have a product and want to present it to the shipowners, a visit in Athens is always compulsory, but in this week, when Posidonia
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is taking place, additional many people gather in Athens, so you have the possibility of really meeting many people. In addition to this, do not forget, you have the big ship management nations Cyprus and Malta nearby, they are also present at Posidonia, Mark Lerche explains. Posidonia - actually a local fair Anders Steen Sørensen, general manager, Dan Marine Europe (Ltd.), thinks the maritime fair in Hamburg, SMM, while also being a big maritime fair, has the problem that the German shipowners have had financial difficulties in recent years, whereas the Greek shipping community does not have such financial problems. - SMM is more general. Posidonia only focuses on the Greek shipowners, so actually, it is a local fair,
In this way, Posidonia is linking the Greek shipowners together with the international shipping industry, and it serves as a platform, where the shipowners can be updated with the latest developments in the shipping industry. Here they can see what is available of shipping products and services. Comprehensive conference programme As something new, Posidonia will this year present a comprehensive conference programme presenting more than 20 conferences, seminars,
and product presentations etc. during the four days of exhibition. Among other new things to mention is the fact that the oil and gas industry this year will be heavily represented at Posidonia, as many oil companies, bunker specialists, and lubricants suppliers will participate in Posidonia.
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but the Greek has the world’s largest merchant fleet. I believe many Danish companies shoot themselves in the foot by not being here. After all, the Greeks represent 20 per cent out of the total global fleet of approximately 42,000 ships.
If you want to do business with Greek shipping companies, you ought to go to Posidonia. - Theodore Vokos, Executive Director, Posidonia Exhibitions.
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THEME: POSIDONIA
By Tina Altenburg
Greece – the world’s largest shipping nation Greeks control by far the largest commercial fleet in the world. They also have an impressive newbuilding programme, representing 25 per cent of the global order book.
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he Greek owned tonnage amounts to more than 3,900 vessels of more than 260 million deadweight tons. That makes the Greek commercial fleet number one globally ahead of Japan’s 229 million deadweight tons and China’s 161 million deadweight tons. Greek shipowners have a reputation of being clever business people. They have a reputation of selling and buying ships when the time is right. Some years ago, the chairman of the Greek chamber of shipping for instance sold his fleet. It maybe sounds like an odd thing to do, but the time was perfectly right, as the ship prices peaked exactly at that time. Now, he purchases new ships, when the prices are at the bottom. - The difference is that the Greek ships are privately owned. Take for instance Capital Ship Management, which is a very large shipping company here in Greece. The company is quoted on the stock exchange, but it does not own the ships. The family is the owner and rent them out to the company, explains Anders Steen Sørensen, general manager, Dan Marine Europe (Ltd.), a Danish consulting company within the maritime industry. The fact that the ships are family owned makes the Greek shipowners more flexible, but it also give the Greek shipowners a better possibility of saving up money in times of prosperity. - They purchase ships, when the prices are at the bottom. For instance, in 1996, at the time of the crisis in the bulk sector, the Greek shipping companies bought many new ships, which were delivered in 1998-2000, and they earned a lot of money on them, Anders Steen Sørensen says. Big newbuilding programme During the years of financial crisis, many shipowners have had problems with getting
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Greek shipowners have a reputation of being clever business people. They have a reputation of selling and buying ships when the time is right
- The Greek shipowners have been very active with newbuilding programmes for the past couple of years, partly boosted by the financing opportunities they have got from China, explains Mark Lerche, Business Sector Manager, Danish Marine Group, which is part of the Danish Export Association. Strong ties exist between the Greek shipowners and Asian shipyards, especially the shipyards in China, and China has in return for newbuilding orders offered the Greek shipowners good financing opportunities. Besides, many private equity funds, investing in shipping, have chosen to place a good deal of money in the Greek shipping market.
The Greek shipping companies have been able to place many newbuilding orders, making the Greek fleet even bigger. In 2012, they ordered 114 new ships increasing to as much as 319 new ships in 2013. It is estimated that the Greek orders represents 25 per cent of the global order book. Diversifying into new areas The Greek shipping companies have placed orders on several different kind of ships. Traditionally, bulk carriers and oil tankers have dominated the Greek fleet. According to numbers from the Union of Greek Shipowners dating back to January 2013, 48 per cent of the Greek owned fleet of ships of more than 1,000 GT are bulk carriers, and 43 per cent are oil tankers. Container ships are only
6 per cent, and other types of ships less than that. The Greek newbuilding orders last year had a value of more than 13 billion dollars, of which 35 per cent were bulk carriers and 30 per cent were LPG and LNG tankers. The list of newbuilding orders also includes 23 per cent tankers and 12 per cent container ships. According to the financial company Eurofin, the Greek shipowners are diversifying into new areas within shipping, as the traditional sectors such as bulkers and tankers are still witnessing overcapacity. That is why the Greek shipowners have placed so many orders on LPG and LNG tankers, sectors where earnings have been high and still are.
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newbuildings financed. This kind of problem does not exist, however, among the Greek shipowners.
The Greek owned tonnage amounts to more than 3,900 vessels of more than 260 million deadweight tons. That makes the Greek commercial fleet number one globally ahead of Japan’s 229 million deadweight tons and China’s 161 million deadweight tons.
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THEME: POSIDONIA
By Tina Altenburg
Shipping has tremendous influence on the Greek economy The Greek economy has been stabilized. Even though not all problems are solved, the Greeks begin to see light at the end of the tunnel, and shipping is recognized as one of the key sectors in the economy in relation to getting out of the crisis.
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ast year, the Union of Greek Shipowners (UGS) decided to promote a proposal of paying an extra tax for all vessels, controlled by Greek shipping companies, Greek flagged or not. The decision was the shipowners’ way of raising funds for the Greek state, and UGS could recently inform that 90 per cent of Greek-flagged vessels and 60 per cent of foreign-flagged vessels until now has decided to pay the tax. That is probably one of the reasons, why the Greek government and the National Bank of Greece see the shipping industry as a driving force in the economic recovery of Greece and the efforts to create new jobs. - The good thing is that the Greek economy has been stabilized. The Greeks can now begin to get financing at the international financial markets, and this is a great victory for them. Shipping has been appointed as one of the key sectors in relation to getting out of the crisis, explains a source in the Ministry of foreign affairs with good knowledge of Greece.
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Greek-Danish trade The economic development in Greece is reflected in the numbers of the Greek-Danish trade. According to numbers from the Statistical Office of Denmark, the Danish import from Greece has increased from approximately 900 million DKK in 2003 to approximately 946 million DKK in 2012, while the export from Denmark to Greece has fallen from 3.4 billion DKK in 2003 to 2.7 billion DKK in 2012. Denmark today exports nearly three times as much as Greece exports to Denmark. Ten years ago, the trade relation was four times to one. - The Danish export to Greece has fallen, as the agencies offering export credit insurance stopped issuing insurance to export for Greek customers. Another explanation is that the Greeks simply began to consume less; remember their gross domestic product was reduced by 30 per cent. Moreover, the economic problems meant problems with getting projects financed. All in all, it meant that the exporters in the market reduced their activities at the Greek market by letting their Greek customers know that they had to pay in cash, the source tells.
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The biggest group of Danish export products from Denmark to Greece is food products, while medicine and pharmaceuticals products are the second biggest group of export products. Strangely enough, medicine and pharmaceutical products also top the list of imported products from Greece to Denmark, where the second biggest group of products is metals. More Greek export On the other hand, the Danish import from Greece has increased, as the Greeks as a way out of the problems try to export more commodities. -The Greeks know that they should increase the export, if they will continue to improve the economy. It is a long way, but they try, the source explains. The Greek government tries in many ways to make the Greek economy more extrovert and create more jobs, and the Greek shipping industry is seen as one of the most important factors in those efforts.
By Tina Altenburg
Promoted as part of the Danish maritime industry For the first time, the Danish company Hoyer Motors will be present at this year’s Posidonia. They have a stand at the Danish pavilion organized by Danish Marine Group, which is part of the Danish Export Association.
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oyer Motors is a supplier of electric motors for the marine sector. The company is not new, as it was founded back in 1974. It is nevertheless the first time that Hoyer Motors has decided to participate in Posidonia.
- Actually, we are very active participating in maritime fairs. Until now, however, we have focused on the supplier side – that means, we have focused on fairs, where the suppliers are coming, explains Jonas Hansen, marketing manager at Hoyer Motors.
The highest number of shipowners Hoyer Motors did some research before deciding what fair to choose, but the choice fell on Posidonia. - We found out that Posidonia has the highest number of shipowners among the exhibitors, and our expectation is to expand our network among the shipowners. - We will show a range of electric motors, among others our IE2-motors and IE3-motors for the marine sector and the offshore sector, Jonas Hansen explains, adding:
- We have chosen the Posidonia fair, because the Greek shipowners are so strong. Moreover, many of their newbuildings are built in China, and it suits fine into our set-up, as we have our own department in China. We can offer service and support from Europe, but also supplies from our China department.
It means we are being marketed as part of the Danish maritime industry, which have a very good reputation and is well known out in the world. It means that visitors are passing by, not because they know us, but because they know the Danish maritime industry, Jonas Hansen says, adding:
Marketed as part of Danish maritime industry Instead of having troubles with their own stand, Hoyer Motors has chosen to be part of the Danish pavilion, organized by Danish Marine Group.
- Another advantage is that Danish Maritime Group has been there before, so they know which events we should go to and in which events it is good to participate. It is better than having our own stand, we would then have the feeling of standing alone, he says.
- At most of the fairs, in which we participate, it is in cooperation with Danish Marine Group.
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He adds that the company will now try to increase the sale by focusing the marketing efforts on the shipowners and the shipyards. This is the reason why Hoyer Motors has decided to participate in Posidonia this year.
We have found out that Posidonia has the highest number of shipowners among the exhibitors, and our expectation is to expand our network among the shipowners - Jonas Hansen, marketing manager, Hoyer Motors
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THEME: POSIDONIA
By Tina Altenburg
Greek newbuilding programme means possible orders Greek shipowners have ordered new ships for a value of more than 13 billion dollars, or approximately 25 per cent of the global orderbook for new ship. Danish Marine Group, which is part of the Danish Export Association, has as its goal to get as many Danish suppliers as possible involved in the Greek wave of newbuildings.
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ne of the main goals by participating in Posidonia 2014 is to get as many Danish suppliers from the maritime industry as possible involved in the many Greek newbuilding orders. Danish Marine Group has therefore organized a Danish pavilion representing different Danish maritime companies.
Finally yet importantly, Greek shipowners now focus more on energy efficiency, so maybe it is possible to establish a retrofitting market. We are going there to find out whether it is possible, says Mark Lerche, Business Sector Manager, Danish Marine Group, part of the Danish Export Association.
- It is a whole wave of newbuilding orders, and we would like as many Danish products as possible in them. That is why we are here. Another reason is that Greek shipowners have been very active buying and selling second hand tonnage.
At Danish Marine Group’s pavilion at Posidonia six Danish companies will be present, namely C.C. Jensen A/S, Dan Marine (Europe), DEIF A/S, Den-Jet Nordic A/S, Emerson Process Management, and Hoyer Motors A/S.
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Dan Marine (Europe) is partly a consulting company partly an agency representing several Danish maritime companies that through Dan Marine (Europe) are selling their products at the Greek market. At the stand, Dan Marine (Europe) is presenting both parts of the company, their own consulting company focused on optimization of ship design with the goal of minimizing the bunker consumption, as well as the products from the different maritime companies, for which Dan Marine is agent.
Long list of exhibitors - Posidonia has a long list of exhibitors. It is an important fair, as the only to order so many new ships are the Greeks. It is necessary to be present at Posidonia. Perhaps, you do not sign many new orders there, but you present new products, you get many new contacts, you protect your image, explains Anders Steen Sørensen, general manager, Dan Marine (Europe). - Of course, you should market your products to the shipyards, but the shipowners should also think you have a good product. Both sides are important in the marketing, and that is why Posidonia is important, he adds. - I cooperate with 30-35 shipowners that have newbuilding orders, but the rest should also know me, Anders Steen Sørensen says. The social side of Posidonia Bjarke Staal, a bunker trader, who has lived in Greece since 1999, explains why it is important
to participate in Posidonia. He has participated every time since 1998, as exhibitor, however, only twice, as bunker companies prefer to market their product at conferences, not exhibitions. -We do not have a product to show, he explains. He has nevertheless participated in Posidonia every time. - 700 to 800 shipowners from the region are gathered, and they have the technical responsibility for the ships amounting to 20 per cent of the world fleet. Moreover, representatives from other shipowners and shipmanagers, amounting to other 15-20 percent of the world fleet, will also be present. Many Greek shipowners do not go to other fairs, they wait for Posidonia. You can only meet them at Posidonia. Posidonia is therefore a good place to show your products. It is the best show window you can get, Bjarke Staal explains.
At first sight, Posidonia is like many other fairs with many new products to be shown, the difference is that many shipping people with purchasing responsibility is present at Posidonia. Another difference is that Posidonia is accompanied by many social events.
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At Dan Marine’s stand, you will find different kind of products such as aircondition and ventilation systems for ships, crane systems from Danish Crane Building, pipe systems from LR Marine, and water jetting equipment from Den-Jet Nordic.
- All the big shipping companies invite to parties, social events etc. As a visitor, I come to Posidonia because of the many social events, where I have the opportunity to meet many new people. It is a way of meeting new customers, new contacts. Remember there are 20.000 shipping people present at the fair, and they come from the whole world. There are many people from the Far East, from Europe, and many from the US, Bjarke Staal says.
Many Greek shipowners do not go to other fairs, they wait for Posidonia. You can only meet them at Posidonia. - Bjarke Staal, a bunker trader, Greece
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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
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By Martin Uhlenfeldt
Top grade Danish maritime products The Association for Danish producers of maritime equipment and ships, Danish Maritime, is looking forward to promote Danish products and skills in front of an international audience during the Danish Maritime Days.
- When we are out in the world we make sure to point out that we are hosting Danish Maritime Days and explain to people how important it is to be present. This is where all the future
decisions are going to be made, Jenny Braat says How has the response been so far? - There have only been positive responses. Everyone is very interested in hearing about the event. The Danish maritime industry is famous for its quality products and its innovative technological solutions. We have focused a lot on the green technology, but we have a whole lot of other high-tech products as well. The Danish products are of a great quality and not only are they living up to the international
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- Danish Maritime Days is a great opportunity to put Denmark on the map, so when people talk about anything maritime, they think of Denmark. We are confident in our capacity, ability and skill, says Jenny Braat, CEO of Danish Maritime. What are you doing to create awareness of Danish Maritime Days?
requirements, but they often exceed them. Do you think that the Danish Maritime Fair will help strengthen the Danish Maritime Days? - I think it’s important for businesses to have an opportunity to showcase their products and technologies. For many buyers it is important to be able to feel and see the product before they purchase it. So to stand next to it and see how it works, can in some situations be a great advantage. We certainly have a lot of good products to show for in Denmark.
The Danish maritime industry is famous for its quality products and its innovative technological solutions. - Jenny Braat, CEO of Danish Maritime
By Martin Uhlenfeldt
DMA is looking forward to Danish Maritime Days CEO of the Danish Maritime Authority, Andreas Nordseth, is looking forward to Danish Maritime Days in October. He hopes it will draw a lot of decision makers and companies from the global maritime world to Denmark. DMA is actively working to promote the event.
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- I have two main expectations. Firstly, that the Danish Maritime Days will be a big showcase to the world, in which we can show that the Blue Denmark is big and strong and has all sorts of good stuff on the shelves. That we can create an event so good, that decision makers and companies from the global maritime world will all gather here in Denmark. My second expectation - or goal, is that the Danish Maritime Days will be a strong unifying element for everyone in the Blue Denmark. If we stand together and work together, we can put Denmark on the maritime world map, Andreas Nordseth says What are you doing to create awareness of Danish Maritime Days? - I have written to everyone in my network and asked them to reserve dates, and at any given opportunity, my people and I bring up the Danish Maritime Days. Denmark is a great place, but it is also important that we explain what we have to offer during those days. It is important to announce as many events as possible, so more people will show up, Nordseth explains.
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How has the response been so far? - The responses have been very positive in general. People say it sounds great and that they definitely considering going to the event. Getting people to attend the event is a big challenge because we are competing with many events taking place around the world, so we have to make sure to do our very best. We have to offer them something they can’t get anywhere else. Do you think that the Danish Maritime Fair will help strengthen the Danish Maritime Days? “Yes, there’s no doubt about that. Danish Maritime Days will feature a series of seminars and conferences, including Danish Maritime Forum which is a major politicalshipping conference. But there will also be a demand for a place where you can go and see it all under one roof, and I think that the Danish Maritime Fair is an excellent example of that. That’s why the DMA have chosen to partner up with Danish Maritime Fair, Nordseth explains.
Danish Maritime Fair - The direct way to The Maritime Denmark
Copenhagen -The heart of Northern Europe
New international maritime fair For the first time ever, Denmark is hosting a large-scale maritime fair, when Bella Center in Copenhagen opens its doors to Danish Maritime Fair the 7 - 10 October 2014. At the fair, exhibitors from all lines of the maritime sector will present their advanced products, knowledge, and competencies. At the same time, it will be possible to attend a number of seminars and speeches regarding positions of strength in shipping, innovation, and the green shipping trade.
Danish Maritime Days will be held 6 – 10 October 2014. It is a collective name for a number of events with the same goal: to put Denmark on the maritime world map. The main event is Danish Maritime Forum, which is expected to become the maritime sector’s answer to the DAVOS summit. The plan is to gather 200 of the most eminent top managers from the maritime world, politicians, experts, and other influential decision-makers and
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Maritime Denmark
opinion formers with the purpose of reaching a common goal: to realise the maritime sector’s full potential through a well-functioning, competitive business environment for the benefit of people, countries, and societies all over the world. Danish Maritime Days is a public-private partnership between The Danish Shipowners’ Association, Danish Maritime, and the Danish Maritime Authority. The financing is secured
by subsidies from The Danish Maritime Fund, The Torm Fund, the fund of Den A.P. Møllerske Støttefond, D/S Orients Fund as well as The Ministry for Business and Growth. From 7 - 10 October 2014, in connection with Danish Maritime Days in Bella Center, the media group Maritime Denmark arranges an international maritime fair on Danish ground for the first time.
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The Blue Denmark • T he Danish merchant fleet is the fourth biggest in the world • Transports 10 per cent of world trade • The Danish shipping industry’s gross earnings in 2012: DKK 195 billion • Denmark’s biggest export business with a total share of exports of 25 per cent
Danish shipping is leading globally The Danish shipping industry stands for quality and the Danish merchant fleet is younger than the global average.
The Danish shipping industry stands for quality shipping, not least because the Danish merchant fleet is much younger than the global average, but also because Danish shipping has chosen to position itself within the more advanced areas of great value such as containers, product tankers, gas tankers, and specialized vessels. In 2014, shipping companies contributed with approximately DKK 201 billion to the Danish balance of payments, and despite the high oil prices, the shipping industry supplied a net
contribution to Denmark’s balance of payments in the region of DKK 20 - 25 billion. Add to this oil and gas activities, which, with extensive activities in the Danish, Norwegian, British, and German parts of the North Sea, but also in the Middle East, Africa, North and South America as well as the Caucasus, give a corresponding net contribution to the balance of payments. As of 1 October 2014, the Danish merchant fleet consisted of 631 vessels, 14.6 million TDW (deadweight tonnage), and 12.3 GRT (gross
register tonnage). At the same time, the Danish merchant fleet is among the youngest in the world. As of 1 January 2013, the average age of the world fleet is nearly 9.3 years, whereas the Danish merchant fleet is 7.4 years. The fact that the Danish merchant fleet is among the youngest means that the Danish shipping companies sail with a modern and energyefficient fleet.
Official Partners
The Danish maritime industry • D evelops environment and climate-friendly solutions • Is competitive and world leading • Employs 80,000 individuals directly and 35,000 individuals indirectly • Has a share of exports of 65 per cent
The Danish maritime industry The maritime industry in Denmark is an extremely well-functioning and successful line of the Danish production industry, and maritime suppliers of equipment and Danish yards have a prominent position at the world market – not least because of high-technology and specialized products and solutions.
The maritime industry in Denmark is an extremely well-functioning and successful line of the Danish production industry, and maritime suppliers of equipment and Danish yards have a prominent position at the world market – not least because of high-technology and specialized products and solutions.
and technologies, and they focus strongly on intelligent growth and innovation. The Danish maritime industry is a distinctly globalized business and has an export share of 65 per cent. Danish maritime suppliers provide some of the world’s most environment and climate-friendly solutions for vessels.
Danish maritime companies are competitive and world leading within a wide variety of areas
The Blue Denmark employs around 80,000 individuals directly and 35,000 individuals
indirectly. The largest percentage of the employees in the maritime sector work within the supplier and service industries. Employees with a vocational line of education in a skilled trade make up 40 per cent of the employees in the maritime sector and is the sector’s biggest educational group.
The fair is relevant to all companies operating in one or more of the following sectors: • • • • • • • • • • •
Authorities Bunker & Oil Chartering Agent Classification Society Crewing Agency Design Company Diving Company Education Equipment Supplier Factory (sub contractor) Financing & fonds
• • • • • • • • • • •
Insurance Interest Organisation Labor Union Logistic Marine Travel Media Navy NGO Offshore P&I Pilot Service
• • • • • • • • • • •
Port & Terminal Research & Analysis Search & Selection Service & consultant Ship Broker Ship Chandler Ship Demolition Shipowner & operator Ships Agent Shipyard Solicitor & Advocates
The Danish offshore sector • 8 billion m3 natural gas produced annually • 15,000 employed in the offshore sector in Denmark • DKK 48 billion – or 9 per cent of Denmark’s exports come from offshore
Offshore Denmark A sector of vital importance to the maritime business.
The growth in the Danish offshore sector has been a significant factor to the maritime business through the financial crisis. Where many shipping companies stopped their newbuilding programmes and shipyards closed, the demand for equipment and personnel to the Danish offshore sector has grown steadily in recent years.
The offshore sector has its origins in the maritime business. Ships were the basis for oil drilling at sea – but the fact that the sector has moved even further out and now operates at much bigger water depths has increased the demand for profiles with maritime competencies as well as for equipment constructed to stand up to the tough environment. In cooperation with
Oil Gas Denmark, Maritime Denmark invites all companies with interests in the offshore sector to participate in the fair Danish Maritime Fair. Initially, it is possible to book a stand in the hall, where a plan of stands has been published – but if there is a serious interest, we will open an extra hall, where it will be possible to establish a separate area for the offshore sector.
Entrance
B0 Bella Center
H B0
A
B
C5
Center
C
Hall B0-B2
Danish Maritime Fair ---7-10 Oktober 2014
Prices and information about the fair Address: Bella Center Center Boulevard 5 DK-2300 Copenhagen Ticket price:
150 kr.
Bella Center; Technical coordinator: Karina Bay Phone: +45 3247 2337 E-mail: kba@bellacenter.dk
7-10 Octob er 2014
m2
Booking €
Stand m2 €
Brutto Price €
Full Flex price of m2 € **
Full Flex price €
Innovation Park * 6
450
900
1.350
675
1.125
6
450
1.450
1.900
1.088
1.538
9
450
2.350
2.800
1.763
2.213
12
450
3.050
3.500
2.288
2.738
15
450
4.150
4.600
3.113
3.563
16
450
4.400
4.850
3.300
3.750
18
450
4.900
5.350
3.675
4.125
20
450
5.500
5.950
4.125
4.575
24
450
6.800
7.250
5.100
5.550
30
450
8.500
8.950
6.375
6.825
36
450
10.100
10.550
7.575
8.025
39
450
11.000
11.450
8.250
8.700
45
450
12.900
13.350
9.675
10.125
All prices are excluding VAT.
Opening hours Tuesday:
12:00 - 18:00
Opening ceremony
12:00 - 14:00
Wednesday Thursday:
10:00 - 18:00
Friday:
10:00 - 14:00
Equipment package The stand will be delivered including shell walls (see dimensions on the following pages) as well as a frieze with company name. All other items must be ordered directly with Bella Center.
See more at
ww.danishmaritimefair.dk
Contact for booking +45 3160 4015 | E-mail: sales@maritimedanmark.dk
Technical information
Teknisk information System Søjle plan
7 mm
44 mm
50 mm
Sarg snit
1:2
1:2 16 mm
Friser 4 modul
1 modul Lysmål: B:956 x H:200 mm Plade:
B:968 x H:214 mm
Lysmål 200 mm 956 mm
Lysmål: B:3956 x H:200 mm Plade: B:3968 x H:214 mm
2 modul
3 modul
Lysmål: B:1956 x H:200 mm
Lysmål: B:2956 x H:200 mm
Plade:
Plade: B:2968 x H:214 mm
B:1968 x H:214 mm
2½ modul Lysmål: B:2456 x H:200 mm Plade:
B:2468 x H:214 mm
Standopbygning
Perspektiv
Full Flex Partner Maritime Denmark runs the most popular news media for the maritime sector. Danish as well as English language website, Danish and English language newsletter as well as three business magazines. Examples of Full Flex Partners:
• U nlimited replacement of ads and banners • 25 per cent discount on all Maritime Denmark’s services – also renting of stands at Danish Maritime Fair
• • • •
Criteria for gaining Full Flex Partner status: • Insertion a minimum of six times in six months
Low monthly payment No fee in case of cancellation Tailor-made campaign across all media Full Flexibility – a campaign can be upgraded, downgraded or paused, on a continuous basis • Continuous evaluation of effect – as well as proposals to improvement of campaign
Contact sales@maritimedanmark.dk to get a tailor-made offer on the optimal Full Flex Partner media package in connection with Danish Maritime Fair.
‘
Full Flex Partner is the term for our permanent partners and is a concept, where permanent advertisers in Maritime Denmark’s media obtain a number of advantages and privileges.
Our Greek mother company has just established a new branch in Copenhagen, and we were interested in getting the message out to the Danish maritime sector. The choice fell on Maritime Denmark’s Full Flex concept, since we were offered a tailor-made campaign matching exactly what we needed. It is a timesaving way of doing marketing. We are happy with the low monthly payment and we are very satisfied with the personal consultancy we have benefited from in the process. John-Marco Cechini Area manager Scandinavia, Aspida
Example of a six months Full Flex Partner Media Package:
• 1 /1 page profile (advertorial) in the magazine Maritime Danmark, Fiskerbladet or Danish Maritime Magazine including 1,000 pieces of loose sheets of the profile printed on 170 g. glazed paper. • 1 week with large content banner on the front page of Maritime Denmark • 4x 1/8 page ad in the magazine Maritime Danmark, Fiskerbladet or Danish Maritime Magazine Price: 26.200 kr. Full Flex discount: 6.550 kr. Price per month including Full Flex Partner discount:
3.275 kr.
Price of 15 m2 stand including registration fee: 33.533 kr. Full Flex discount on area: 7.633,25 kr. Price per month including Full Flex Partner discount:
4.316 kr.
Campaign + Full Flex Media Package: Discount in total: 14.183,25 kr. Price per month for a period of six months including Full Flex Partner discount
7.591 kr.
Innovation Park Danish Maritime Fair presents a completely new economical and time-saving solution allowing smaller companies and consultants to participate in the exhibition.
A large undergrowth of small niche businesses with highly specialized and innovative products characterizes the Maritime Business. With the new Innovation Park, Danish Maritime Fair gives even smaller businesses and consultants an affordable opportunity to make themselves visible to the public together with established businesses. Experience shows that small businesses will usually book the smallest stand or just visit and walk from booth to booth to market the company. The smallest booth on 6m2 does
require outfitting, some decorations and furniture. This will increase the price to a level where small companies or consultants decide to join the Fair as visitors instead. The backside of just visiting the Fair with the purpose of marketing the company is obvious. The responsible sales person can walk from booth to booth and talk to the exhibitors - but the customers cannot find the company and it is hard to network with other visitors when no comfortable meeting areas is available.
At Danish Maritime Fair, we are introducing a new concept. Innovation Park is an island of 160m2 covered by carpet. The exhibitors on Innovation Park benefits from the possibility of using the free meeting facility with tables and chairs in the middle of the area. At the same time, each company will have a bar chair and a bar table located right conveniently beside the walking area, with the possibility of showing a roll up banner system and a brochure stand.
Unique location Visitors to Danish Maritime Fair will benefit from Bella Center’s excellent infrastructure.
Copenhagen has a unique location. Kastrup Airport is the largest airport in the region, with most international connections and the infra-structure in relation to Bella Centre is outstanding. • B est accessibility and most weekly flight connections in Scandinavia • Best airport in Europe (source ACI 2009) Travel times: • Airport – city centre = 12 min. • Airport – Bella Centre = 5 min. • Bella Centre – City centre = 8 min. • Award Winning Metro with 2 min. between trains in rush hours The area around Ørestaden has changed substantially over the last years and now presents itself as a modern business district with many hotels in international standard. Among others Bella Centre´s own Bella Sky Comwell, Crown Plaza Copenhagen Towers and Hilton Copenhagen Airport.
By car Bella Center is located at Center Boulevard 5, 2300 Copenhagen S. There is motorway right to the door from Denmark as well as from Sweden. Follow “the airport motorway” with route number E20. The exit to Center Boulevard has number 19 with the text “Ørestad” as main text and as subtext “Bella Center”. Parking Payment parking (Europark) all day and night: 20 DKK per hour – however, at least 15 DKK (for 45 minutes). At the most, 80 DKK for 24 hours (to the same time the next day). Payment can be made with: Cash: Coins in DKK and Euro. Cards: Dankort, Visa, Euro/Master Card, American Express, Diners Club.
Metro More information at www.m.dk. The metro’s line M1 operates between Vanløse and Vestamager. The metro station Bella Center is located at Bella Center’s entrance East. Train Information and reservations with DSB. Bella Center is only a 10-15 minute drive in taxi from Copenhagen Central Station. From Copenhagen Central Station, you can also catch bus line 30 – it takes 20-25 minutes to Bella Center. All regional trains stop at Ørestad Station, where you can change to the Metro. Note that, for the time being, Intercity trains do NOT stop at Ørestad Station. Taxi From Bella Center to the city a taxi costs approximately 200 DKK. From Bella Center to Copenhagen Airport the price is approximately 150-200 DKK.
The media group Maritime Denmark Denmark’s leading maritime media group Maritime Denmark is behind Danish Maritime Fair. The media group Maritime Denmark operates the two portals www.maritimedanmark.dk and www.maritimedenmark.dk, which are continuously updated with news of current interest from the maritime sector as well as from the offshore sector. The websites have more than 350,000 visits every month, of which more than 85,000 are unique profiles. Every user spends 6:25 minutes on the site, on average. Maritime Denmark has approximately 10,000 subscribers to the newsletter, which is e-mailed every day at lunchtime.
M aritiMe
Maritime Denmark publishes three magazines: • T he magazine Maritime Danmark: Targets the Danish maritime and offshore sectors in Danish. Total circulation of 53,500 magazines per month. • D anish Maritime Magazine: Targets the maritime sector worldwide, where Danish success stories are told in English. The magazine has a total circulation of 42,600 magazines per month.
MaritiMe DanMark
Danish
Dkk 49,50
The users’ educational background: Maritime engineer: 21 per cent Dual Officer: 2 per cent Navigator: 29 per cent Naval Architect: 3 per cent Shipping education: 8 per cent Other educations: 37 per cent
MaritiMe DanMark
Maritime Danmark 16. årgang · aPrIL 2014 · nr. 4
• F iskerbladet: Targets the fishing industry in Denmark with a total circulation of 53,500 magazines per month.
Dkk 49,50
DKK 49,50
Magazine
58. årgang · april 2014 nr. 4
magasinet for fiskesektoren
1 - 2014
MARITIME DAYS
SEMCO MARITIME
MAN DIESEL
All sails are set
First semi-sub rig
New type of engine
FINANSIERING
Alternative kilder tager over
TEMA: KRydSTOGT
På vej mod nye rekorder
TEMA: OFFSHORE
EU’s næststørste flåde
Hård kritik af MSC-mærket Hanstholm fastholder havneudvidelse De sidste Østtyskere
Administration & Management René Wittendorff CEO
Sales & Marketing Jakob le Fevre Sales & Marketing
Editorial office Martin Uhlenfeldt Editor-in-chief
Phone: +45 7020 4155 rw@maritimedanmark.dk
Phone: +45 3160 4015 sales@maritimedanmark.dk
Phone: +45 2366 2899 Email: mu@maritimedanmark.dk
Live comfortably during your stay – at a competitive price As exhibitor at or visitor to Danish Maritime Fair, you must arrange accommodation by yourself. When booking a stand at the fair, you will receive a discount code to the ARP Hansen hotels mentioned below:
Hotel Phoenix Copenhagen – luxury and exquisite extravagance The furnishing of the hotel is inspired by Louis XVI style with a touch of modern technology. The hotel is furnished unbelievably elegantly with beautifully furnished rooms and impressive suites. The exclusive conference facilities provide the perfect setting for everything from tasteful conferences to fashionable gala events, and the hotel is located centrally, but discretely and exclusively in the middle of Copenhagen’s old financial district in the immediate vicinity of Amalienborg Castle, Kongens Nytorv, and the Royal Theater
The Square Hotel – a cool and trendy design icon in the heart of Copenhagen The hotel’s name refers to its location, where all executive rooms have a fantastic view of Copenhagen’s town hall, and where visitors at Hotel The Square are only a few minutes from the city’s biggest attractions. Placed at the sixth floor, the hotel’s unique breakfast restaurant with a fantastic view of the roofs in Copenhagen is an attraction in itself.
Imperial Hotel – where tradition and renewal meet and form a synthesis There is no doubt that Imperial Hotel is much more than a tastefully furnished modern four star hotel in the heart of Copenhagen. For more than 50 years, the hotel’s pulsating international atmosphere has attracted Danish as well as international guests with a passion for good food and drink. Regardless of whether your timetable is tight or you have plenty of time for sightseeing, Imperial Hotel is the perfect base, conveniently placed only a few minutes from Tivoli, Strøget, and Copenhagen Central Station.
Book your stay at www.arp-hansen.dk
Daily news on www.maritimedanmark.dk
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danish
Maritime magazine
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Expectations for Danish Maritime Fair
It is the first time that Denmark is hosting a large maritime exhibition and it can therefore be difficult to predict the number of visitors and exhibitors.
Danish Maritime Fair will present a unique opportunity for the Danish Maritime Cluster, to show participants from all over the world, how Denmark as the 4. largest maritime nation, develop, design, produce and maintain in co-operation with each other and the large global market. - Anne-Mette Elsborg, Chief Executive Officer, Owner & Founder of PJ Diesel
Why hold a maritime fair in Denmark? For a long time, the media group Maritime Denmark has thought of holding a maritime fair on Danish ground. Originally, the plan was to schedule the fair for May 2015, but the big projects Danish Maritime Forum and Danish Maritime Days were timed for October, and the assessment was that the advantages of placing them in the same week overshadowed the disadvantages of the fair being held with short notice. For a long time, different stakeholders in the maritime sector have wished to hold a maritime fair. The Danish maritime sector has expressed a need for a meeting place. Therefore, the decision has been taken to start up the fair. How will the fair be marketed? A large-scale campaign nationally as well as internationally is planned with the purpose of attracting exhibitors to the fair, but also with the purpose of attracting visitors. Bella Center has a fantastic location; the whole Denmark, the Northern part of Germany and Sweden up to Gothenburg are within a transport radius of danish
Maritime magazine
/ Page 34
four hours. In the capital of Copenhagen alone, we have big international shipping companies such as Norden, J. Lauritzen, Torm, Nordic Tankers, Clipper Group, Svitzer, DFDS, Maersk, Maersk Tankers, Maersk Supply, Viking Supply Ships and many more. Who and how many will come? At traditional maritime fairs, it is typically salespersons and customers who meet. It is normal with a large number of businesses exhibiting equipment and many superintendents who are there to learn about the newest developments and take care of important relations. This will also be the case at Danish Maritime Fair with the important difference that focus will be on creating more than just a market place. A great effort will be made to make sure that ship owners also participate actively and are a visible part of the fair. Presentations and speeches will be given at the fair, and small businesses and consultants will be given the possibility to book a stand at the Innovation Park for an affordable amount. With the current area of
Daily news on www.maritimedanmark.dk
stands, at least 5,000 visitors are expected – but it is very likely that the fair will expand. Not a one time exhibition Danish Maritime Days is planned to continue for at least three years. The media group Maritime Denmark plans to hold the fair every year during this period, since we know from many players that there is a need for strengthening synergy and cooperation in the Danish maritime sector – there is quite simply a need for a place to meet. Danish Maritime Fair -a signal to the outside world An important signal will be sent to the outside world with the start of Danish Maritime Fair. It is a signal that the Danish maritime sector is able to do it on its own. The arrangement should reflect the position of the Blue Denmark within the maritime sector, and therefore all companies with interests in the maritime segment are encouraged to participate in the fair.
Profile
complete range of engine equipment There is only one company being able to present all kind of equipment needed for maintenance of diesel engines. The Danish company IOP Marine A/S has the complete product range when it comes to maintenance of diesel engines. IOP Marine A/S develops, manufactures, and sells equipment for maintenance of diesel engines, and the customers consist of three groups; shipping companies, power plants, and maintenance workshops. - When you order a new engine from MAN or one of the other major engine manufacturers, you also get machines for maintenance, which we often have delivered. We have had a close cooperation with MAN for the past 50 years, explains Jens Groth, sales director at IOP Marine, adding that IOP Marine works closely together with the development department of MAN. - If Maersk has a port call in Singapore and something has to be fixed at the engine, they will perhaps contact MAN PrimeServ, which use machines that we have delivered, Jens Groth explains. The Swedish connection In 2009, IOP Marine merged with the Swedish company Chris-Marine, which also has been one
of MAN’s cooperation partners for a long time. This merger has resulted in an even stronger united company being able to supply everything related to the maintenance of diesel engines. - We are the only company that can provide the complete package. Other companies can supply some of the machines, but we can supply a complete workshop, Jens Groth says, adding: - Another advantage is that the engine manufacturers have given us their approval, which means that our tools are approved for use on their engines. All key components produced in Denmark and Sweden IOP Marine manufactures all key components in Denmark and Sweden, and the company is performing tests here too, making the company fully in control of the quality of the products. In Denmark, the company manufactures hydraulic products and fuel injector test units,
while the company in Sweden manufactures for instance grinding machines. The majority of the company’s product range can be delivered within 2-5 weeks, while work on more complicated machines cannot be started before the order is received, and therefore may take a while longer. Works all over the world Today the company has its own employees in India, China, Singapore, Equador, Japan, Denmark, and Sweden, where the company has sales offices and in some places also workshops. Besides, IOP Marine has a global network of representatives, making the company able to offer their services all around the world. IOP Marine A/S Engager 7 DK 2605 Brøndby Tlf: +45 4498 3833 E-mail: contact@iopmarine.dk www.iopmarine.dk
BY Bent Mikkelsen
First drill ships for Maersk Drilling Maersk Drilling, one of the major business areas of the AP Moller-Maersk, is now offering a new platform for drilling oil wells in deep water. This comes with the delivery of the two first of four drill ships constructed by Samsung Heavy Industries on Geoje Island in South Korea.
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Daily news on www.maritimedanmark.dk
E
ven before delivery, the first two drill ships had long-term contracts. Both Maersk Viking and its sister ship Maersk Valiant is under contract until February 2017 in the Mexican Gulf with Conoco/Philips/Marathon with options for additional periods. - Although there are many drill ships under construction and ordered for delivery over the coming years, we are confident that Maersk Drilling over the coming years will thrive. Two of the four drill ships are still not contracted out, but we are pretty sure that the market is going to welcome them and deliver contracts for the ships, says Michael Reimer Mortensen from Maersk Drilling Deepwaters commercial department. - Apparently the flexibility of drill ships has caught our costumer’s interest. The ships are contracted to drill one or two wells in one location, and then the same customer can decide to move the ship to another location to drill more wells. One task may be located in the Mexican Gulf and the other off the coast of Angola. Drill ships can sail on their own, at a relatively high speed and that has been one reason for customers to contract the ships for longer periods of time, Michael Reimer Mortensen adds. The major difference between a drill ship and a semi sub rig is that the drill ship can sail up to 12.5 knots service speed while the semi-sub rig has a maximum speed of 4-5 knots. Sometimes semi subs even have to be towed across the ocean. If it has been moored, anchor-handling vessels are required to lift the anchors from the seabed and deliver them at the rig before it can proceed to a new location. Deep Water Drilling vessels technically belong in the deep end of the spectrum for drilling at sea. The drill ships require a water depth of over 500 meters in order to be most effective.
Daily news on www.maritimedanmark.dk
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The Jack-up rig can handle operations in water depths from 25 meters to about 120 meters. The semi-sub rig then takes over for deeper depths. It can be also used in lower depths of water, of less than 500 meters, by the use of anchors. This is a possibility on a semi-sub rig but not drill ships which is the reason that greater depths are needed in order for the drill ships to work. Drill ships are held in position by thrusters steered by a DP3 (Dynamic Positioning system). If the winds exceed 26 m/sec and the waves are larger than 5.8 meters, the drilling will be postponed until the weather improves. It is roughly the same values for a modern semisub rig, which only has a DP2 system. The DP3 system has even more redundant features and provides greater security. - The part of keeping the drill ships positioned is more expensive compared to a semi-sub rig.
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A drillship can use up to 50 tons of fuel a day to keep it positioned while the semi-sub rig has a much lower fuel consumption for positioning”, Michael Reimer Mortensen says. There is a clear trend in the fact that the first two drill ships are due to operate in the Gulf of Mexican (American waters). Maersk Drilling’s semi-sub Maersk Developer has since its delivery in 2009 been under contract for Statoil in the Gulf of Mexico and will continue until November 2015. The rig is working in semi deep water. The tendency is that the older and smaller rigs of semi-sub type, are exiting that part of the offshore market. This has happened in the wake of the devastating spill of crude oil and gas from the Macondo field, where the semi-sub rig Deepwater Horizon sank on April 20th 2010. The U.S. authorities subsequently decided to tighten the rules surrounding drilling in deep water.
Daily news on www.maritimedanmark.dk
- There is no doubt that the Macondo disaster has turned everyone’s attention to the problems concerning drilling in deep water. Therefore there has also been a greater interest in our more expensive units with an extra high level of safety thanks to the technical breakthroughs developed after the accident. Cheaper The drill ships popularity among ship owners in recent years is probably due to the cheaper building costs compared to a semi-sub rig. In fact, the drilling ships are just normal ships with slightly different equipment than a tanker for instance. The construction of a semi-sub rig is much more complicated from a shipyard’s point of view and therefore a more expensive construction for the shipping companies. Because of this, a number of companies have invested in drill ships in order to gain entry into the offshore market.
The capacity is also another significant difference between the drill ships and semi-sub rigs. The total load capacity is called the payload. When it comes to this, the drill ship is superior to the semi-sub rig. For example, the Maersk Viking has a payload of 20,000 tons or 16,000 tons in transit, while a semi-sub rig has a total of 13,500 tons and 7,000 tons in transit. Michael Reimer Mortensen adds: - For some it might sound like a minor detail, but it actually has a significant value, when the total price of drill is to be calculated by an oil company. When the capacity is lower on the semi-sub rig, it means that a supply ship has to sail more often with supplies for the operation. A drilling ship with a higher capacity is able to have more of everything onboard and keep the operation going for a long time, till the next supply ship arrives. It is simply more expensive to construct storage or refuel a semi-sub rig, because all the capacity is located high up in the air. Everything is located and stored on top of the pontoons and that is expensive. That is why the designers have chosen less capacity in the eternal tension between cost, capacity and equipment. Technology Maersk Viking and its sister ship Maersk Valiant like the Maersk Developer also able to drill deeper and can accommodate more people. They can accommodate up to 230 people in one-and two-man rooms (typically shared rooms between two people working on separate shifts. This practically gives both workers their own room throughout the working period, because their partner is always at work). The semi-sub rig can only accommodate 180 people. Just like the drilling rigs that have been built for Maersk Drilling over the last 15 years, there has been developed a system with a quiet half
of the living quarters and a “more lively part” for the pleasure of the crew. There is always one half of the crew sleeping or resting, before they go to work. With the delivery of Maersk Inspirer in 2001, Maersk Drilling introduced the principle of no activities in the areas where the crew rests. There is another part of the rig for more boisterous activities, like a sports room, TV room, galley, mess hall, recreation room, a cinema and so on. This ensures that the ones who want to sleep will not be disturbed by loud films or merry conversations in the mess hall. The depth of the drilling is increased with the drill ships, which as mentioned earlier can operate on larger water depth. A drillship can work in up to 3.600 meters of water and can drill 12.000 meters (can operate on 12.000 feet of water and drill 40,000 feet). In comparison, the semi-sub rig can operate on 3,000 meters of water, or 10,000 feet. The U.S. part of the offshore industry is still operating with the so-called Imperial scale, where measurements are made in feet and inches and weighed in pounds, while volume is often measured in cubic feet.
Raising the drill string to change the drill bit is also a very demanding job. It requires all the drill pipes to be pulled up, disassembled and placed in the pipe rack until you reach the first part with the drill bit (which can be 12 kilometers long). The drill pipes can now be stacked in pieces of three lengths when the string is separated. This saves one to two operations for each piece. The drill pipe is lifted off the top block of the derrick. The top block at Maersk Viking and its sister ship Maersk Valiant is equipped with a so called HIV - compensated system that can counteract the movements that may occur on open seas. This weight of the vessel does not press against the drill pipe if there is swell. The HIV compensation is also effective when drilling and when the top drive, which is the engine that drives the drill via the drill string, is active. The top drive mechanism on the drillship can handle up to 1,250 tons of thrust and is able to drill down to 40,000 feet. The weather deck and storage (drillfloor) are covered by four knuckleboom cranes, capable of lifting up to 85 tons.
‘
It was actually the Stena group that started the current order rush back in mid-2000, when the company signed a contract with Samsung Heavy Industries, which also just constructed the first drill ship for Maersk Drilling. The first Stena drillship was delivered in 2007 and has since been drilling in deep water, off Mauretania on the coast of West Africa. One of the Stena drill ships built was an ice-strengthened version for drilling in the Arctic region and had a price of around 910 million U.S. dollars. Maersk Drilling’s total investment in the four drill ships amount to 2.6 billion U.S. dollars.
Moonpool One of the places where the semi-sub rig is superior to the drilling ship, is the moonpool.
There is no doubt that the Macondo disaster has turned everyone’s attention to the problems concerning drilling in deep water. - Michael Reimer Mortensen, Maersk Drilling Deepwaters commercial department
A great effort has been made in the automating Maersk Drilling’s drilling units over the past decades. That means that many functions now takes place without the interactions from human beings. For example, the task of collecting drill pipes is now automated. The pipes had to be picked up from the line pipe storage (the pipe rack) and connected to the other pipes. In the old days it was a very dangerous job for the people on the deck (roughnecks), who were often covered in mud and oil simultaneously and worked with chains and heavy lifting. This process is now completely automated with robotic cranes that do the job.
They may be of roughly the same size, but the fact that the moonpool on a semi-sub rig can be used in all directions makes it functional for a number of tasks. Like the installation of equipment for production after the well has been drilled, known as the end fitting. It is easier with a semi-sub rig. The semi subs moonpool is superior because it is more versatile particularly for end drilling. “It’s not the most attractive thing to perform the final end work from a drill ship. It is certainly possible, but most operators prefer a semi-sub rig” Michael Reimer Mortensen explains.
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The drill ship is a Samsung 96K drillship and is equipped with diesel-electrical motors. There are six generators, each driving separate Azimuth thrusters. Each generator produces 5,500 kW and provides a transit speed of 12.5 knots. History Maersk Drilling’s history dates back to 1972 when the company was founded and became part of the AP Møller Group. This happened when the decision was made to acquire their own rigs. Two semi-submersible rigs from Bethlehem Steel Corporation shipyard in Beaumont, Texas were contracted. The first rig was named Zephyr I and it was delivered in May 1973. The rig, along with a sister rig was contracted by a company in which AP Moller was a partner with the U.S. company Storm Drilling Co. At about the same time AP Moller also bought the U.S. Company Atlantic Pacific Marine Corp., who was engaged in drilling from special drilling barges in the swamps of Louisiana. That is where the first AP Moller people got their debut and training in offshore drilling. Zephyr I and later Zephyr II, which were delivered in 1974, were towed across the Atlantic and used for drilling in the British sector of the North Sea. Both rigs were registered under the Danish flag, as was the first jack-up in the company the Maersk Explorer, which was built by IHC Gusto in Rotterdam and delivered in October 1975. Back then, it was the world’s largest jack-up rig and it was built to be able to work in the North Sea, which was considered to be particularly
Maersk Viking / Maersk Valiant details
Shipbuilder: Samsung Heavy Industries Length O.A: 228 m Length B.P: 219.4 m Width: 42 m Draught: 19 m Tonnage: 60.683 bt, 18.205 nt, 61.200 dwt Displacement: 96.000 tons Moon Pool: 25.5 x 12.5 m Drillwater: 2,400 m3 Potable water: 1,200 m3
harsh waters at the time. This was the foundation for the many so-called harsh-environment rigs, which today accounts for the majority of Maersk Drilling’s fleet. In fact, Maersk Drilling has left the “easy” drilling to other operators and are now focused on the most demanding deep water drilling in harsh areas. After the first three rigs there was a break until 1981, where Maersk Drilling ordered four jackup rigs in Japan of the V class. (Maersk Viking, Maersk Vanguard, Maersk Victory and Maersk Valiant). Service AP Møller’s first involvement in the offshore sector began in 1962, when the company got the concession for drilling in the North Sea. However, the company did not have the know-
Fuel: 6,000 m3 Brine: 750 m3 Base Oil: 990 m3 Bulk mud: 452 m3 Cement: 452 m3 Waste mud: 478 m3 Class: American Bureau of Shipping (ABS) Owner: Maersk Drilling Singapore Pte, Singapore Flag: Singapore
how or skills to perform the drilling, so they partnered up with Shell, Chevron and Texaco in the Danish Underground Consortium. In the late 1960s they started with the first drillings in the Danish sector of the North Sea. The first oil was taken ashore in the spring of 1972, onboard the shuttle tanker Marie Maersk and unloaded at the Gulf refinery in Stigsnæs. Before AP Møller had their own rigs, the company was only in the offshore sector with supply vessels. The first two supply vessels were contracted in 1966 and delivered in 1967 from the Rolandwerft in Bremen. It was the Maersk Feeder and Maersk Supplier, which were put into service from Esbjerg. Since then, it has turned into a fleet of more than 50 units in operation.
A drill ship can sail up to 12.5 knots service speed.
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Setting global standards for responsible suppliers Together with another Danish shipping company J. Lauritzen and an international purchasing organisation, Norden has formed the foundation for a global industry standard for when suppliers comply with the UN regulations on human rights, working conditions, environment and anticorruption.
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t is a central part of Norden’s work with corporate social responsibility that the Company’s hundreds of suppliers, just like Norden itself, comply with the UN’s and various UN organisations’ regulations on human rights, working conditions, environment and anti-corruption. Therefore, Norden has developed a system for responsible supply chain management in cooperation with another Danish shipping company J. Lauritzen and International Marine Purchasing Association (IMPA).
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The system is called IMPA ACT, and it is a system, which can now be purchased by other companies in the shipping sector. By purchasing the system, companies get access to a shared database with the names of suppliers, who have already been through the approval process and therefore have met the requirements of a supplier code of conduct covering UN regulations. - As many shipping companies have the same suppliers, this standardised system
The IMPA ACT The IMPA ACT programme represents a complete management system for Responsible Supply Chain Management. It is based on the UN Guiding Principles (UNGPs) for business and human rights and the ten universal principles of the UN Global Compact.
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Central to the programme is the Supplier Code of Conduct (SCoC) which IMPA intends and hopes will become the industry standard and covers suppliers’ impacts on human rights, including core labour rights, the environment and anti-corruption. It is intended to represent best practise for the framework being the first of its kind to be fully aligned to the UNGPs launched in 2011.
As many shipping companies have the same suppliers, this standardised system will reduce bureaucracy. This goes both for the suppliers and for the companies in the shipping industry. - Ulla E. Nielsen, Director CSR, Norden
will reduce bureaucracy. This goes both for the suppliers, who do not have to spend time on complying with numerous different codes of conduct, and for the companies in the shipping industry, who will immediately be able to use other shipping companies’ assessment of shared suppliers, says Director CSR, Ulla E. Nielsen.
supplier is in compliance with the regulations on working conditions, environment and anticorruption are based on other internationally acknowledged principles.
- Our objective is to form the foundation of a global industry standard in this area, she says.
Copenhagen-based company was the first It takes time to build up the database of approved suppliers. In 2013, Norden has cooperated with 5 of the Company’s suppliers as part of the establishment of the database.
Policies on the area Whether the suppliers comply with the UN regulations on human rights or not is defined by UN Guiding Principles (UNGP), which state that a supplier is in compliance if it has policies on the area and if it has business processes and complaint mechanisms in place, which constantly take care of possible attacks on human rights in the organisation. The definitions of when a
One of these suppliers is the Copenhagenbased company Weilbach, who supplies Norden with nautical charts and publications. In order to comply with the requirements in the IMPA ACT system, Weilbach went through all its policies on the area, ensured that they were relevant, translated them into English and put them on the website so that everyone can now read them.
On 22 January, Weilbach signed Norden’s Supplier Code of Conduct as the first of the Company’s suppliers, and Weilbach was therefore also the first supplier to comply with the requirements in the IMPA ACT. - As a supplier, we are often presented with various codes of conduct from our customers. Usually, it is about answering yes or no, signing and then moving on. With IMPA ACT, it is a completely different process, which goes a lot deeper and which encourages to share best practice. We have seen this process as an opportunity to improve our company, and Norden helped us initiating this, says Director Sales & Support, Martin Mikkelsen, Weilbach.
Source: Norden News Magazine Spring 2014
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By Niklas Anzinger
Al Qaeda’s Maritime Front in Yemen
Jihad At Sea
Yemen’s state weakness due to fragmentation and ongoing conflicts allowed Al Qaeda and affiliates to take and hold territory, possibly enabling them to seize the Port of Aden. If Al Qaeda establishes safe havens in the southern Abyan province, supported by local Yemeni inhabitants, attacks at sea or in near by ports similar to the ‘USS Cole bombing’ in 2000 could become a threat, increasing the danger to Red Sea shipping. Yet Al Qaeda is of secondary concern for the Yemeni government, with secessionist insurgencies in the north and the south threatening the state’s unity. Only a stable Yemen can effectively deny Al Qaeda a stable base in the long run.
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n recent years, international shippers taking the Red Sea route have been primarily concerned with attacks by Somali pirates. Those attacks went down from 237 in 2011 to 15 in 2013 due to the Somali governments’ increased ability to fight and deter piracy, among other causes. However, another threat to international shipping in the Gulf of Aden looms. Yemen’s southern coastline is on the Strait of Bab elMandeb which links the Red Sea and the Gulf of Aden, a critical maritime choke point where roughly 8.2% of global oil supply passed through in 2009. Its oil exports, accounting for 70% of Yemeni government revenue, make the country highly dependent on its declining reserves. Yemen is an Al Qaeda stronghold, second only to Pakistan (and possibly Syria more recently). It was a target of the U.S. “drone campaign,” with 94 strikes between 2002 and 2013 (Pakistan: 368). Al Qaeda aims to enforce rigid Islamic legislation in Muslim countries and establish a global Islamic Caliphate. According to its 20-year plan, Al Qaeda aims to subdue “apostate” Muslim regimes such as Saudi Arabia and Yemen. It hosts a franchise in the Arabian Peninsula (AQAP), establishing safe havens in the governorates of Al Bayda’, Ma’rib, Shabwah, Lahji and Abyan, where it exerts considerable influence. Yemen’s weak central state Yet the Yemeni government, headed by Abd Rabbuh Mansur Hadi since February 2012 after the 33-year rule of Ali Abdullah Saleh came to an end, has to deal with more than Al Qaeda. In 1990, the Yemen Arab Republic in the north danish
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united with the People’s Democratic Republic of Yemen in the south. United in name, Yemen, however, remained a fragmented entity rife with internal divisions. In 1994, a civil war between Saleh’s north and the secessionist south broke out. In 1997, a group called “Ansar Allah”, emerging from a Zaidi Shia religious organization, confronted the Yemeni government leading to armed uprisings and several rounds of fighting between 2004 and 2010. In late March 2011, the defection of General Ali Muhsin al-Ahmar, the chief military commander in north Yemen, led to a security vacuum in the northwest that Ansar Allah seized to take control of Saada city where it continues
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fighting Sunni-Salafist tribes. His defection may, however, only be a symptom of the Yemeni state’s retreat to Sana’a, neglecting the north and the south. As a consequence, Hadi has to cope with internal struggles and two rebel movements, constraining his ability to fight AQAP. Al Qaeda’s terrorism at sea Al Qaeda’s terrorism at sea emanating from Yemen has a tradition and method. Abu Mus’ab al-Suri, an eminent jihadi strategist, defined several choke points as a target and outlined methods for disruption: blocking the passages using mines or sinking ships in them,
threatening movement at sea through piracy, martyrdom operations and weapons. On the Earth, there are five (5) important straits, four of them are in the countries of the Arabs and the Muslims. The fifth one is in America, and it is the Panama Canal. These straits are: 1. The Strait of Hormuz, the oil gate in the Persian Gulf. 2. The Suez Canal in Egypt. 3. The Bab el Mandib
al-Rahim al-Nashiri, a Saudi of Yemeni descent, called “the Prince of the Sea”, was its mastermind. He learned boat-handling and other skills from seafarers in western Yemen, adopted the tactics of the LTTE Sea Tigers, an Islamist insurgency in Sri Lanka, and developed plans to attack in the choke points of the Straits of Hormuz and Gibraltar. He discussed the idea to attack U.S. vessels with Osama bin Laden who sent him to
southern Yemeni coastal town of Al-Mukalla. On November 22, 2002, al-Nashiri was captured, and he has been held in Guantanamo ever since. Nevertheless, Al Qaeda-aligned groups remain able to attack ships. In July 2010, the “Abdullah Azzam Brigade” launched a suicide attack against the Japanese oil tanker MV M. Star in the Strait of Hormuz, injuring a crew member. Al Qaeda’s resurgence through soft power In January 2009, AQAP dramatically increased in strength by merging its Saudi and Yemeni franchises. It has proclaimed Islamic Emirates in the cities of Shaqra, Jaar, Azzan and Zinjibar since 2011, and controls checkpoints in the south. An autonomous enclave, established by AQAP insurgents in the southern province of Abyan in 2011, was overrun by the military in June 2012, although some militants were reportedly displaced to other areas. Hadi was able to recapture Abyan in 2012 and restore limited control over the coastal city of Zinjibar. Abyan could, however, become a staging ground for operations to seize Aden, should the Yemeni military fail to defeat AQAP (sometimes referred to as “Ansar al Sharia”, an alias) in Zinjibar.
between Yemen and the African continent. 4. The Gibraltar Strait in Morocco. Most of the Western world’s economy, in terms of trade and oil, passes through these sea passages. Also passing through them are the military fleets, aircraft carriers and the deadly missiles hitting our women and children … It is necessary to shut these passages until the invader campaigns have left our countries. […]. — Abu Mus’ab al-Suri, “The Global Islamic Resistance Call”. On January 3, 2000, members of Al Qaeda attempted an attack on the USS The Sullivans (DDG-68), an Arleigh Burke-class Aegis guided missile destroyer, while in the Port of Aden. Abd
Aden in southern Yemen where he organized the attack on USS The Sullivans. A small group loaded a boat with explosives near USS The Sullivans, however overloading the boat so that it sank, before it could launch the attack. Nine days later on October 12, Al Qaeda avoided mistakes, successfully bombing the USS Cole. The USS Cole (DDG-67), same model as USS The Sullivans, was being refueled in the harbor at Aden when it was attacked, killing 17 sailors and injuring 39. On October 6, 2002, the same tactic worked again. A small suicide vessel rammed the MV Limburg, a French 157,000-ton crude oil tanker, in the Arabian Sea near the
AQAP’s leadership has recently adopted a “soft power” strategy to take and hold territory. Is has been the frequent goal of AQAP in the south to establish an Islamic state; however, in early 2011, Osama bin Laden opposed the idea in a letter to leader Nasir al-Wuhayshi due to “lack of popular support on the ground”. In April 2011, Adil al-Abab, Al Qaeda’s chief cleric, expressed the need to provide social services such as food and water, as part of the strategy to hold territory. He stated “first Zanjibar then Aden”. Later in May 2, 2011, bin Laden was killed by a US Navy SEAL team in his mansion in Abbottabad, Pakistan, but Wuhayshi continued with his strategy and made an “unprecedented” effort to develop and provide social services such as water and electricity in Jaar and Zanjibar. Even though President Hadi has been confident in his success ridding Abyan of AQAP, the fighting continues to the present date.
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Aden’s centrality and the U.S. approach Indeed, Aden would be a vital strategic asset for Al Qaeda, providing a secure base for attacks in the Gulf of Aden, Bab el-Mandeb, the Arabian Sea and the Indian Ocean. Aden had been a prosperous maritime hub under the British as shipments through the Red Sea and the Suez Canal became an important part of world trade. Yet Aden declined over the last two decades. Because it was mismanaged by corrupt politicians, and Al Qaeda’s attacks on the USS Cole and the MV Limburg drove up the price of marine insurance, international shippers have neglected Aden since in favor of Jeddah, in Saudi Arabia, Port Sudan and Djibouti. Instead of prospering, Aden could remain a “Cinderella of the East”, so argues author Victoria Clark. The U.S. follows a three-fold strategy in Yemen: combating AQAP, development assistance and international support for stabilization. It has repeatedly targeted and eliminated high-profile targets in Yemen, using UAVs, military-led airstrikes and CIA operations. Yet the U.S. counter-strategy depends on the Yemeni state’s ability to maintain national
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unity. Yemen’s armed forces, including the navy and the air force, are poorly equipped, insufficiently trained and lack morale, limiting the government’s ability to exert control outside of the capital and ensure territorial sovereignty on land or at sea. Al Qaeda’s new soft power strategy requires a different approach in supporting the Sana’a government: assistance to local administrations, building forces to protect local communities and developing basic services. Al Qaeda might be of primary concern for the U.S., but it is only one of many threats to the Yemeni state. Hadi has, however, concentrated
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his security forces to fight AQAP and neglected demands of the north and the south. As a result, the national dialogue conference is in risk of failure, increasing the secessionist threat. In turn, U.S. support should not primarily focus on combating AQAP but the ability to unite Yemen as a whole, decreasing the group’s attractiveness as an alternative to the central government. Niklas Anzinger is a Graduate Assistant at the Maxwell School of Citizenship and Public Affairs in Syracuse, NY. This article originally appeared at Offiziere.ch and was republished by permission.
Clean air in ports & port Cities
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Clean air in ports and port cities are environmental issues getting increased attention as a result of stricter environmental regulation of emissions from ships and port equipment. In addition, we see more focus on air pollution from connecting road and rail transport. How can we meet the environmental as well as regulatory challenges in the most cost effective way and thereby create benefits for both the environment and the industry ? These issues will be discussed on a conference in the Danish Parliament June 4th from 9.00-16.30.
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The conference language is English and the main focus areas are: • Air pollution from ports including ship, street and rail transport. • Regulation of pollution from port equipment and from ships in ports. • Technical solutions reducing air pollution from ports and shipping. • How Danish politicians can reduce air pollution in ports and port cities. The conference takes place in the Danish Parliament (Christiansborg) in Copenhagen. Registration: Kaare Press-Kristensen: Kaare@ecocouncil.dk Conference fee incl. lunch, coffee, cake etc. is
135 Euro (1.000 kr).
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