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Growth in Danish maritime industry Theme

The maritime cluster in North Jutland

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1-2010 6 8 10 11

1 - 2010

Growth in Danish maritime industry Theme

The maritime cluster in North Jutland

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ISSN: 1903-5888 Editor René Wittendorff

Growth in Danish maritime industry and the blue cluster The IMO is making progress in the climate area It pays to prioritise corporate clusters Danish Maritime Magazine – the face and the voice of the maritime Denmark - now 6 times yearly Product tankers is the right place to invest Great marketing effort in Hamburg The Danish Maritime Safety Administration enhances navigational safety The Danish maritime industry – keeping the lead The Transport Innovation Network (TINV) Reaction to the Post-Crisis Market Danish Marine Group focuses on the emerging markets The Danish Maritime Cluster What is BSR InnoShip project?

Theme - The maritime cluster in North Jutland 24 The Port of Frederikshavn 26 The Green Ship – a floating exhibition 28 Time has changed – but the maritime industry is still the main focus 30 Cruise ferries on natural gas 32 Potential in treatment of ballast water 34 Cylinder lubrication – small, but important part of shipbuilding

Ads Anders M. Petersen Phone.: (+45) 7077 7441, Publisher ErhvervsMagasinerne ApS Jægergaardsgade 152, Bygn. 03 I 8000 Århus C Phone.: (+45) 7020 4155, Fax: (+45) 7020 4156 Printing: PE offset A/S Next issue: 10th of December 2010 Copyright

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Growth in Danish maritime industry and the blue cluster By the chairman of the Danish Shipowners’ Association, Lars Vang Christensen, CEO, herning shipping a.s. The Danish maritime industry is growing again. The Danish merchant fleet is experiencing a remarkable growth. The total number of registered tons in the merchant fleet of the blue Denmark has increased by 50 per cent over the past five years. For Denmark as a seafaring nation, one of the greatest in the world, it is gratifying to see a growth of billions of Danish kroner (DKK) also of the maritime industry’s exports after the horrible year 2009. Recent figures point to a growth in the area of 20 billion DKK to a total of 160 billion DKK. And what is of no less importance: The Danish maritime industry is taking market shares. Today, Danish shipping companies are handling 10 per cent of the total world trade. In other words: The Danish maritime industry has navigated through the financial crisis better than expected. Then how can it be that Denmark’s greatest export trade can show this dynamic and be turning around this quickly? First and foremost, the many skilled employees ashore and on the ships are the natural reason for the growth of Danish quality shipping. But Folketinget, the Danish Parliament, shares in the credit. The regulatory framework of the Danish maritime industry has developed steadily since the mid-1980s. The politicians have created some internationally competitive framework conditions via the so-called tonnage tax, which means that shipping companies pay taxes based on tonnage and not ordinary corporation tax. In an investment-heavy trade as the maritime industry, the tonnage tax provides good conditions in the form of a predictable tax and, at the same time, society benefits more, which means that everybody


Growth in Danish maritime industry and the blue cluster

benefits more. It is effective, growth-oriented, and innovative corporate policy. However, the tonnage tax is not exceptional in an international context. All countries prioritising the maritime industry have a corresponding system. The same applies to the EU where the Commission has prepared an extensive calculation, which points to tonnage tax and an international ship register as crucial to the competitiveness of the European maritime industry. Add the Danish International Ship’s registry which is the reason why the Danish maritime industry has succeeded in retaining the number of employees on the ships and even increase the number ashore at the shipping offices. Denmark has one of the world’s most modern and thereby most environmentally friendly merchant fleets. At the same time, many Danish enterprises and sub-suppliers today work actively in order to improve the energy efficiency of the maritime industry and reduce the environmental impact of the trade. The maritime cluster in Denmark is strong and, recently, we have seen how green sub-supplies to the shipping companies have been a priority in North Jutland and via the trade council of Frederikshavn. It is a wise decision, and I believe that we can say already now that it is a success. The Blue Denmark is stronger today than many of our foreign competitors, and a belief in the future is vital – not only to the maritime industry, but also to society in general. It is one of the preconditions for continued growth.

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VETTING MANAGER TORM A/S, which is one of the world’s largest transporters of refined oil products and dry cargo, is looking for a Vetting Manager for our office in Copenhagen. The job As Vetting Manager you will be responsible for fleet vessel clearance in accordance with SIRE/OCIMF regulations. The Vetting Manager and his vetting team will maintain all relationships with major oil company quality assurance departments. The Vetting Manager is in charge of a team of vetting managers in Copenhagen and Mumbai. Your task • To provide the strategic direction for vetting activity to ensure that current and future company needs are met. • To provide leadership and direction for the vetting team and oversee vetting officer skill development. • Lead and develop the team of vetting managers in Copenhagen and Mumbai. • Maintain relations with major oil company vetting departments. • Schedule and plan upcoming major oil ship inspections. • Ensure high vetting performance across the fleet. • Follow-up and reply to vetting reports in close cooperation with Technical Div. • Analyzing fleet performance and statistics. • PSC and USCG inspection follow-up. • Follow-up of terminal inspections. • Update TMSA on Sire in coordination with the TORM Safety department.

Your qualifications • Customer focus • Proactive • Good leadership skills • Detailed knowledge of: · TMSA Tanker Management Self Assessment · OCIMF SIRE program · Oil company policies · PSC inspections We offer TORM provides the opportunity for personal and professional development in a flexible working environment within an informal global organization. We offer an attractive salary package including a bonus program, healthcare insurance and a company car. Information For further information regarding the position please contact VP Per W. Christensen, phone: +45 3917 9200. Application Please submit your application via our website no later than 1 November 2010.t Your application will, of course, be treated confidentially and we will reply to the e-mail address from which the application is received.

TORM A/S · Tuborg Havnevej 18 · 2900 Hellerup · +45 3917 9200 · TORM is one of the world’s leading carriers of refined oil products as well as being a significant participant in the dry bulk market. The Company operates a combined fleet of more than 130 modern vessels, principally through a pooling cooperation with other respected shipping companies who share TORM’ s commitment to safety, environmental responsibility and customer service. TORM was founded in1889. The Company conducts business worldwide and is headquartered in ‘ Copenhagen, Denmark. TORM’s shares are listed on the OMX Nordic Exchange Copenhagen (symbol: TRMD). For further information please visit

The IMO is making progress in the climate area The UN’s shipping organisation, the IMO, has recently held a meeting in the environmental committee, MEPC, and the most important topic of discussion was CO2 emissions.

Progress was made regarding technical and operational measures, but the political opposition against such binding regulations is very strong and the negotiations extremely difficult. A working group under the environmental committee has prepared an energy efficiency design index, which is an energy rating to be compared with the one we know from household appliances. The development work in the Danish Shipowners’ Association is among the sources of inspiration of this proposal. Moreover, an environmental management tool has been drawn up, a set of guidelines for continuous energy reductions onboard. For tankers, bulk ships, container ships, and general cargo ships above a certain size, these rules require that new ships need to be more efficient than the average of ships of the same size and type, which are built today. The choice of ship types and sizes means that around two thirds of the total emissions of shipping are included. Furthermore, the rules contain an ambitious relative reduction goal, since the efficiency requirement regarding new ships will be tightened up by another 10 per cent every five years, after a two-year implementation period. If the rules – as expected – come into force in 2013, the relative reduction goal will thus be 10 per cent in 2015, 20 per cent in 2020, and 30 per cent in 2025. The process is prolonged But as ambitious and well prepared the working group’s proposal is, as much opposition did the proposal meet when the environmental committee was to treat the proposal. A group of countries – among them China, India, Brasil, and Saudi


The IMO is making progress in the climate area

Maria Bruun Skipper

Arne Mikkelsen

Arabia – which had attempted to prolong the process even before the working group begun its work, were still not able to accept that the new rules will be legally based in MARPOL Annex VI. The argument is that CO2 emissions are not air pollution. -This group of countries would like to prepare a completely new convention instead. In reality, this is also an attempt to hinder an implementation of the rules, since it normally takes a long time to prepare a new convention, says Maria Bruun Skipper, business policy consultant in the Danish Shipowners’ Association. Arne Mikkelsen, nautical consultant in the Danish Shipowners’ Association, adds that if a new convention is to be prepared, it will really take many years before the rules are a reality. -It is a slow process because a new convention does not come

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into force until a sufficiently large number of countries have passed it in their parliaments. First, there has to be agreement in the IMO, and, subsequently, there is a period of waiting until the countries ratify it, he explains. In contrast, an addition to an existing convention comes into force relatively quickly, unless a sufficiently large number of countries object. Where the MARPOL convention is the fast lane, a completely new convention is the slow lane to follow. Power struggle between industrialised countries and developing countries The countries, which oppose the rules, believe that the rules have to be binding for the industrialised countries, but voluntary for developing countries, and they would like to link this issue with technology transfer and financing. At this meeting as well as at previous meetings in the environmental committee and at the COP meetings under the UNFCCC, the subject of discussion extended to concern a great deal more than the current technical set of rules. To a high degree, the subject of discussion also dealt with distribution-related international politics and the power struggle between rich and poor countries. A number of other countries, among them Denmark, want to see progress regarding a global climate regulation for shipping, and it is important for these countries that the rules will apply to all ships regardless of the national flag they sail under. In the environmental committee, the procedure is such that a proposal to change a convention is normally first agreed upon by a majority at a meeting in the committee, whereupon the secretary general circulates the proposal among the member countries with a view to final passing of the proposal at the next meeting. In this way, it is certain that the proposal is backed by a majority when the matter has to be finally decided upon. Unfortunately, a majority could not be reached in favour of the set of rules at this meeting. Instead, the minority now has to use their right to ask the secretary general to circulate the proposal without a majority, which is naturally more risky. In the period leading up to the next meeting, to be held in the summer of 2011, the Danish Shipowners’ Association will support such a request and work to gather the necessary majority in favour of the final passing. - Danish shipping has been working seriously with climate measures for a long time and has achieved remarkable results, but we still need to see support from the governments around the world, says Maria Bruun Skipper. Market-based instruments At the environmental committee’s previous meeting in March 2010, it was decided to set up a group of experts – in spite of protests from China, India, Saudi Arabia and others. The

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expert group is to compare 10 proposals for market-based instruments in order to reduce CO2 emissions in shipping based on a number of laid down criteria such as environmental and cost efficiency. The usual group of countries headed by China criticised all proposals, since they are not based on the UNFCCC principle on common, but differentiated responsibility, which favours the developing countries. However, the majority decided to hold an extraordinary working group meeting at the end of March 2011 in order to further develop the proposals. After a heated debate, the working group was given the task of limiting the 10 proposals by grouping them according to common features. Furthermore, the group is to discuss the fundamental need for and purpose of a market-based instrument. The working group will present a report at the next MEPC meeting, which will make a decision. -Broadly speaking, the proposals can be divided into two groups – a group where the idea is to add an additional charge on fuel and a group where the idea is to make a quota trading system. The concept of the Danish proposal is to add a fee to the fuel cost and invest the money in a fund. However, the Danish Shipowners’ Association proposes that the money both be spent on purchasing reductions in other sectors and on rewarding the shipping companies which take even more serious environmental measures, Maria Bruun Skipper explains. - Now we need to reduce the number of proposals, which is a slow process. The committee has still not discussed the content of the proposals itself, and the reason is that it is a politically sensitive matter, she adds. The Danish Shipowners’ Association is of the opinion that it is crucial that the IMO retains momentum in the development of global climate regulation for shipping, since the IMO is the only body which is able to prepare and enforce global and flag-neutral rules. The viewpoint of the Danish Shipowners’ Association is also connected to the fact that the European Commission has made it clear that if the IMO has not reached agreement on a set of rules reducing the CO2 emissions before the end of 2011, a proposal regarding a European CO2 emissions trading system will be proposed for EU legislation. The international climate negotiations in the UNFCCC have resulted in an emerging view on shipping as an alternative source of financing to general assistance. This has caused worries in the shipping trade. Therefore, the Danish Shipowners’ Association is satisfied with the IMO Secretary General’s opening speech, in which he referred to Copenhagen Accord and made it clear that shipping should not be regarded as an “alternative source of financing”, since the IMO has already established instruments for the support of the developing countries so that they can meet the international legislation for shipping.

The IMO is making progress in the climate area


It pays to prioritise corporate clusters

Denmark has one of Europe’s greatest and most well-functioning corporate clusters oriented towards shipping. The total number of employees in shipping companies, ports, with equipment manufacturers, shipbrokers and others in the maritime cluster is more than 100,000 and the production value is of more than 300 billion DKK. In other words, just below 10 per cent of the Danish production value is connected to shipping. The Danish Shipowners’ Association has just drafted a paper detailing most of the existing research in maritime clusters and their financial significance to the national economies of Europe. The paper clearly shows that maritime clusters of considerable importance also exist in many other EU countries, which are vital contributors to their respective countries. The paper also shows that it is sensible to have a business policy nurturing the strongest clusters in the different countries. Development possibilities A cluster is a geographical collection of directly or indirectly connected enterprises, suppliers, and associated institutions within a related economic activity centred around a special core activity. Within the maritime trades the core typically consists of shipping companies and ports, and the rest of cluster is port operators, offshore oil and gas, shipyards, maritime equipment manufacturers, service suppliers etc. The core of the cluster generates the greatest results through investments and education and training of their employees. Therefore, the stronger the enterprises of a cluster core are, the more enterprises will be attracted to a region expecting improved development possibilities because of the increased


It pays to prioritise corporate clusters

demand and the possibility of closer contact with competitors, potential clients, and new employees. That is the reason why the authorities in their business policy often focuses on development of the core activities of a cluster, which is the case in the Danish Government’s action plan “Denmarks as Europe’s leading seafaring nation”. It makes sense The Danish Shipowners’ Association’s working paper shows that this form of business policy makes perfect sense. Where well-functioning corporate clusters can be found, GDP and innovation are greater than average. This also applies to the maritime clusters of Europe. At the same time, a general theme in the researchers’ conclusions is that the total economic effects of the maritime cluster is greater than the direct value of the enterprises’ production, workplaces, and gross value added, since the activity of the enterprises generates a turnover and jobs with sub-suppliers in the bordering region. The reviewed projects also show that these indirect effects often are such significance that the number of jobs onboard the European ships at sea does not constitute the shipping trade’s greatest contribution to the national economy. It is more likely that a greater contribution to the national economy is the jobs and demand created in other parts of the maritime cluster and the economy as a whole. In addition to that, it also turns out that, in spite of the large degree of international activities seen in the maritime trades, the greatest part of the created value is retained locally in the form of investments and consumption. -By Executive Vice-President Jan Fritz Hansen, the Danish Shipowners’ Association

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Danish Maritime Magazine – the face and the voice of the maritime Denmark - now 6 times yearly DANISH






1 - 2009

EMUC Europas Maritime Udviklingscenter 10 års jubilæum

1 - 2010

Growth in Danish maritime industry

IAME 2009 in Copenhagen Navigation in troubled waters


The maritime cluster in North Jutland

New chairman Lars Vang Christensen:

Lots to be pleased with

2 - 2009


With the paper that you are holding in your hand right now we have plotted a new course for Danish Maritime Magazine: We will be out with a new issue every second month. There we want to provide information about events in the Danish maritime sector – in English so that everybody within the trade, also outside Denmark, may benefit from it. Should you feel that anything needs to be written, we shall be delighted to listen to your suggestions. Next issue about Climate – Environment – Retrofitting will be out the 10 December 2010 with Deadline the 22 November. If you have any input to the editorial or Ads, please do not hesitate to contact us, If you know anybody who might be happy to receive the paper, it is released free of charge as e-magazine. Registration

to be made on On it is also possible to make registration free of charge for receiving daily news about events in the Danish maritime sector in English by email.

Editorial: René Wittendorff Phone: +45 7020 4155 Ads: Anders Midtgaard Petersen Phone: +45 7077 7441

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The face and the voice of the maritime Denmark - now 6 times yearly


Product tankers is the right place to invest By Tina Altenburg

A new international shipping company, specialized in product tankers, has been established in Copenhagen. Behind Tankers Inc. is a group of international investors, of which Barclays Bank is the biggest. Copenhagen is the most natural place to invest in shipping, among other reasons because of a large pool of well educated young shipping people. Until six months ago, Mikael Skov was CEO of the shipping company Torm, based in Copenhagen and with principal focus on product tankers. He then suddenly stopped after – in his own words – 25 absolutely wonderful years with Torm. -It has been absolutely fantastic to work for Torm. Together with my colleagues I helped creating one of the world’s best product tanker companies. I have had many good years, but the last few years were also a really good period for me. Maybe it sounds strange, since it has been a difficult period with restructuring, savings, and optimisation, all things, which we had not done so much previously. However, it was what I needed in my education. When we emerged from that process I felt that if I ever was to have my own business, this was the right time to do it, Mikael Skov explains. At the moment, he is establishing a new international shipping company in Copenhagen together with Jan Mecklenburg with the name Tankers Inc., which will be specialized in product tankers. The capital base is already in place with a group of international investors, of which Barclays Bank is the biggest, and Mikael Skov is also investing in the new company. -Now we have the capital base in place. At the moment, our investment capacity is 400 million dollars. However, more capital can be added if necessary. At the moment, we are reading the market, and we are discussing what opportunities the market presents. We are looking at the segments SR, MR, LR1, and LR2, he says.


Product tankers is the right place to invest

The fleet of Tankers Inc. will be a combination of own vessels and chartered vessels. How many is still an open question. Bright future for product tankers The product tanker market is at the moment marked by low freight rates, and Mikael Skov believes that the next year will also be a difficult period. But in the second half of 2011, I think we will begin to see some recovery. The product tanker market is very dependent on the American economy. As long as the American economy is in a recession it has an effect on the product tanker market. -The USA is a more developed country with a higher consumption of refined oil products than for example China. Industrial countries such as the USA and the European countries are very important to us. That is why the product tanker market develops differently than the dry cargo and the container markets, Mikael Skov explains adding: -Previously, oil refineries were placed in countries with a high consumption of refined oil products. Now, oil refineries are being moved to the Middle East and India, which has resulted in a turn away from transporting crude oil from the Middle East to the USA. Now, refined oil products are being transported on product tankers from the Middle East to the USA. This tendency is caused by the environmental protection; no one in the USA or in Europe wants to build new oil refineries. Consequently, when oil refineries are too outdated, they are

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closed down and new ones are built in for example the Middle East. This development means longer transport for the product tankers and makes Mikael Skov look very positively on the future for product tankers. He is therefore sure that the right thing is to invest in product tankers even though the freight rates are low, for the moment. More flexibility The investors behind Tankers Inc. are ambitious. The idea is to create an international shipping company and perhaps be quoted on the stock exchange. -We are looking for co-operation partners, with whom we can establish a number of strategic positions. In other words, we want to create a model with more flexibility. We want a high degree of risk management, a high degree of flexibility. We will do it by building a model, where you have the possibility of putting on the brakes at all times, Mikael Skov says. Mikael Skov gives the following example: -Instead of chartering a vessel for five years at a fixed price, it is perhaps preferable chartering the vessel for three years and having the option of prolonging the contract. Copenhagen the right place to invest If an international investor wants to invest in shipping, many places around the world are obvious.

London, New York, Singapore or Dubai could be obvious places to choose. -Around the world, many really large maritime centres exist. But if you want the best employees, it is important to be within an industry which is recognized, and here in Denmark shipping is very popular among young people. In the USA or Singapore, shipping is not as popular. Where shipping here in Denmark is the first choice for many young people, when they choose education, shipping is only the fifth choice for many in the USA or Singapore. That pipeline of a qualified workforce makes us able to keep a high level, and with the political framework we have in Denmark, investing in Denmark is a relatively easy choice. A company which intends to grow prefers to be a place with easy access to qualified young people, Mikael Skov explains. When assessing the success of the Danish maritime cluster, there are many methods available. One way is to count the number of Danish employees within the maritime cluster in Denmark, but Mikael Skov thinks it is more appropriate to look at the foreign investments in the Danish maritime cluster. -By attracting foreign capital to our maritime sector here in Denmark, everything is possible. If we can attract foreign capital, many jobs will also follow. I think the politicians ought to look at this aspect also, he adds.


Management and Technology


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The Danish Engineer’s Association’s business conference, Ajour 2010, focuses on Management and Technology and on how engineers contribute to optimizing energy consumption and operations cost, green technology and efficiency.

technology on ballast water management, reduction and measurement of fuel consumption, optimizing of propellers and propulsion of existing systems, and pumps and frequency changers.

The conference treats the subject of "Being green at sea" from a maritime point of view. Topics include Total Cost of Ownership (Wärtsilä), Green Ship of the Future (MAN), new

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

Talks include:

Holger Bech Nielsen: On the look-out for basic nature law

Søren Thue Pedersen: Reduction of fuel consumption

John Nielsen: New technology on ballast water management

Henrik Qvortrup: Current Danish politics

Bjørn Lomborg: Measuring the Real State of the World

Lars Aagaard: Energy for more

Read more and register at

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Product tankers is the right place to invest


It was no less than the greatest export drive ever in the history of Denmark when Danish Marine Group under Danish Export Association organised a joint Danish stand at the great German Shipbuilding, Machinery & Marine Technology exhibition or just called SMM 2010, which was launched recently in Hamburg.

Great marketing effort in Hamburg By Tina Altenburg Danish Marine Group had collected 77 Danish participants in their very own hall, and with an exhibition area of 1800 square metres Denmark was the biggest foreign exhibitor at the exhibition. The exhibition collected almost 2000 exhibitors from 60 countries gathered at an exhibition area covering a total of 90,000 square metres. The Danish participants marketed themselves under the slogan “Your shortcut to environmentally conscious suppliers”. And with good reason, since green products and green technologies designed to solve the problem of pollution from ships dominated both press conferences and exhibition stands. One of the highlights in the Danish exhibition hall was a conference arranged by Green Ship of the Future, a partnership between Danish enterprises within the maritime industry. Here, focus was on climate changes, pollution from ships, IMO rules, and what green technology and innovation can contribute with. Retrofitting, the next great focus area Something needs to be done, emphasised one of the speakers, Flemming Sandstrøm, Senior Marine Technical Officer in the international shipping organisation BIMCO. Even though shipping’s contribution to global pollution is not particularly serious, something still has to be done. In 2007, shipping generated 1100 million tons of CO2, and in 2020 the figure is expected to be 1400 million tons. -Shipping generates 3-4 per cent of the humanly created CO2 emissions. It is not a particularly large percentage, but we


Great marketing effort in Hamburg

have to do something to reduce it, Flemming Sandstrøm said, emphasising the possibilities of utilising efficiency improvements and slow steaming. The next speaker, Bo Cerup-Simonsen, Vice President of Maersk Maritime Technology, had no doubts as to what the next great focus area will be. -There is a whole portfolio of challenges in connection with treatment of ballast water, sulphur emissions, CO2 emissions etc. -Recently, we have ordered 16 new container ships from Daewoo in Korea, and it is possible to make a significant effort, for instance by installing a waste heat recovery system, by increasing the diameter of the propeller, and by optimising the shape of the hull. -By using extra 10 per cent on newbuildings, it is possible to reduce NOx by 80 per cent, SOx by 90 per cent, and CO2 emissions by 11-14 per cent. But an enormous fleet already exists. How can we improve performance for the ships already in use, Bo Cerup-Simonsen asked and provided the answer himself: -We will make a retrofit analysis. Over the next five years, retrofit will be an extensive activity area. Treatment of ballast water The Danish exhibition hall presented many ideas as to how this can be done. Danish maritime enterprises stood side by side presenting their products and technologies. Aalborg Industries had chosen to present their system for treatment of ballast water on their stand. Aalborg Industries had constructed a copy of their AquaTriComb Ballast Water Treatment System, which has a capacity of 250 cubic metres per hour.

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-45-50 enterprises are attempting to enter this market. Some are already within the maritime market, some are not. So this is really a market, which we will need to fight for, explained Kjeld Mouritzen, Product Marketing Manager with Aalborg Industries. Aalborg Industries’ other great purpose of participating in the exhibition was to present a project about treatment of exhaust gas. Aalborg Industries is participating in Green Ship of the Future together with DFDS, a project where a scrubber has been installed onboard the DFDS ship M/V Tor Ficaria. The system, which is washing sulphur out of the gas, is currently being tested on Tor Ficaria. -It is actually running well. The system works both with fresh water and sea water. No other system can do that. It is completely unique for our system, said Kjeld Mouritzen. Safety valves Pres-Vac is the world’s greatest in safety valves for chemical and product tankers and has a market share in this segment of about 70 per cent. -We see to it that the gas from the cargo is emitted to the atmosphere safely. We do that by placing an inactive gas on top of the gas, which the cargo develops. Every time there is an overpressure, it is the inactive gas, which is emitted, he elaborated. -We both see to it that the emissions from the cargo meet all regulations and we train the employees onboard the ship, he said and added that training of employees is very important in order to avoid accidents such as the one BP experienced in the Gulf of Mexico. Fuel consumption Decision3 was present at SMM to present Greensteam, which is a system optimising a ship’s fuel consumption by reducing the resistance to propulsion. The system is constructed so that sensors onboard the ship collects information on everything from electricity consumption, waves, wind, the cargo onboard etc. By collecting the information over a long period of time, a picture emerges of how these factors change and create changes in the fuel consumption. -A great deal of statistics and mathematics go into this. Moreover, there are radar sensors on the sides of the ship measuring the waves etc. With this system it is possible to optimise fuel consumption at a certain speed, explained Jon Helmsdal, Business Development Executive with Decision3, which has done research in this area since 2005. -But it is not until now that we make money on it, he adds. Document management system HYTEK A/S and the maritime educational institution MARTEC in Frederikshavn have together developed CRALOG, which is an educational, networking, and document management system. CRALOG was presented to the clients for the first time at SMM, where many shipping companies, manufacturers, and service

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Danish maritime enterprises stood side by side presenting their products and technologies. Aalborg Industries had chosen to present their system for treatment of ballast water on their stand.

suppliers showed great interest in becoming a part of the CRALOG network. Service suppliers have the possibility of taking the CRALOG education, which gives access to performing controls required by law on cranes, davits, and lifeboats. Equipment for loading and unloading, davits, lifeboats, and hooks fall under the flag state regulations, the HYTEK people said, and here CRALOG is a good tool, because the system provides a detailed overview of the individual flag states’ interpretations of the IMO/ILO guidelines. Everybody needs to be properly trained to be allowed to perform the IMO controls required by law on davits and lifeboats and the ILO controls required by law on cranes. It is also necessary to be able to document what you do, who performs the task, and what competencies that person has, just like the certificate needs to be renewed every three years. CRALOG has an answer in all of these cases. Maintenance Den-Jet Marine PTE Ltd. participated at SMM in order to present their high pressure cleaning machine. -We deliver equipment for maintenance to avoid corrosion on ships. We use water for cleaning of ships instead of sandblasting, said Lars K. Nielsen from Den-Jet Marine, which is based in Singapore, but the enterprise is Danish. -We manufacture all the important parts in Denmark and collect in Singapore. We only have the most basic items manufactured in China, he said.

Great marketing effort in Hamburg


The Danish Maritime Safety Administration enhances navigational safety When a navigator has to plan his ship’s route today, in practice he has to gather all relevant information from a huge number of different sources. Therefore, it can be quite difficult to sort out the large amount of information available. This is where the Danish Maritime Safety Administration can assist with e-Navigation as a concept that makes navigation safer. Keeping the navigator up to date with relevant information One purpose of e-Navigation is to make navigation systems onboard a vessel more user-friendly and easier to use. e-Navigation will simplify the navigator’s task of gathering important details, such as updates of the charts, weather forecasts and current warnings. Simplifying communications between ships and land The e-Navigation concept is also working on standardising and automating communications between ships and land. To put it simply the navigator should need to click only once on

a button to send the necessary details about the ship to e.g. harbour officials or other authorities. Dynamic routing systems A third area where e-Navigation will have a positive effect is the development of new dynamic routing systems, which will be adjusted for factors like tides, currents and shipping traffic. This will make it possible to give ships more flexible services and keep them up-to-date. Tests of e-Navigation The Danish Maritime Safety Administration has begun the first trials of selected aspects of the e-Navigation concept. To begin with, the tests are carried out onboard the Danish Maritime Safety Administration´s inspection vessel,” Poul Løwenørn” . Among the systems being tested is PC equipment that obtains meteorological and oceanographic data for the ship. The experience gathered by the crew will be registered and analysed, and occasionally experts will pay a visit on board the ship in order to test various scenarios.


Origin of the e-Navigation concept The e-Navigation concept is initiated by the International Maritime Organization (IMO), the United Nations´ maritime branch, which is also responsible for planning the implementation of the concept. Other international associations, such as the International Association of Aids to Navigation and Light House Authorities, are assisting IMO in this process. It deserves mentioning, that e-Navigation constitutes a so called workpackage in the EU financed project on Efficient, Safe and Sustainable Traffic at Sea (EfficienSea) led by the Danish Maritime Safety. To learn more about EfficienSea, check





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The Danish Maritime Safety Administration enhances navigational safety

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e-Navigation Underway conference in 2011 In the coming months there will be further tests on different vessels, and the Danish Maritime Safety Administration is arranging a conference entitled ‘e-Navigation Underway’ from 31 January to 2 February 2011, a major gathering of experts in the field of e-Navigation. The conference will take place on board M/S Crown of Scandinavia, which will also serve as one of several test ships for e-Navigation equipment. Further information about the conference can be found at

Setting up Iridium satellite communication equipment on the Danish Maritime Safety Administration´s inspection vessel Poul Løwenørn. This equipment creates an Internet connection to the e-Navigation services that are supplied to the ship’s bridge.

Danish Maritime Safety Administration to lead international project

Gertrud Hermansen, Danish Maritime Safety Administration, Communication Manager for EfficienSea, says:

»The Danish Maritime Safety Administration is playing a leading role in ›EfficienSea‹, which, in terms of funding, is one of the largest ever interregional projects in the Baltic, with sixteen partners taking part from six countries. It has been allocated a budget of 8 million Euro, and its objective is to work for ›Efficient, Safe and Sustainable Traffic at Sea.‹ EfficienSea harmonises perfectly with the Danish Maritime Safety Administration’s vision of making Danish waters the safest in the world to sail in and we can see that our partners appreciate the direct and practical way we take up the challenges. I am quite sure that EfficienSea is the start of a revolution that will have an effect on navigational safety at a global level too and we are proud to be in charge.« The Danish Maritime Safety Administration is a civilian authority under the aegis of the Ministry of Defence. We are 830 dedicated professionals with many different skills. The vision of the Danish Maritime Safety Administration is to make our waters the safest place to sail in the world. We are ambitious – as we should be, since we work with the safety of people, the environment, ships and their cargoes. We already have a high level of maritime safety in Danish waters, and it provides us with a good foundation in international work, where we help to set the agenda for safety of shipping throughout the world.

Farvandsvæsenet/Danish Maritime Safety Administration Overgaden o. Vandet 62 B 1023 Copenhagen/Denmark Tel. +45 32 68 95 00

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The Danish Maritime Safety Administration Port Performance enhances navigational Research Network safety


The Danish maritime industry – keeping the lead

The Danish maritime industry is among the most innovative in the world and it is determined to maintain a continued strong focus on innovation. By Cecilie Lykkegaard, DANISH MARITIME In Denmark, we overall see ourselves as pioneers in the area of creating climate and environmentally friendly solutions. For decades the Danish Maritime Cluster has had a unique capacity for innovation which strengthens its profitability and competitiveness. To maintain the Danish social model which is characterized by a high level of social care and generally high costs, we must be creative and continuously develop ever better ideas. Since the basis of our prosperity is a competitive industry, we must make sure that our employees are among the most capable and that our companies continue to be more innovative and productive than our competitors. This is ensured not only by renewal of products and/or production methods but also by innovative business models and extensive cooperation across the maritime sector with a practical focus on real problems. One of the areas in which Danish maritime producers stand out, compared to many of their competitors, is within the field of service. Danish service concepts are integrated into product development and business creation. To bring more focus on this aspect, Danish Maritime and its members have teamed up with the Danish Technical University and Copenhagen Business School on an exciting new innovation consortium, PROTEUS (Product/Service System Tools for Ensuring User-oriented Service). Retrofitting of existing ships Retrofitting is an important focus area for Danish Maritime and its member companies. Retrofitting of existing ships with


The Danish maritime industry – keeping the lead

current technology can in many cases result in lower operational costs. Furthermore, through retrofitting it is possible to achieve a wide range of environmental and climate benefits. For many companies this will be an attractive way to make ships more modern and preserve their value, rather than investing in new ships. In recent years, Danish maritime producers have launched a number of innovative technologies and methods and many more continue to be developed in the context of the unique cooperation Green Ship of the Future (GSF). GSF is a partnership, a joint initiative in which companies across the Danish Maritime Cluster join forces to develop and test environmentally and climate friendly technologies which increase energy efficiency and reduce operational costs. The GSF partner companies are committed to minimizing their environmental impact and by joining forces they seek solutions to the issues of climate change and the increasing demands for climate and environmentally friendly technology and methods. Projects range from machinery, like turbochargers, scrubber and exhaust gas recirculation systems, to ship operation optimization software. Because they are tested in actual use by the GSF partnership, innovative solutions offered by Danish manufacturers now often provide the benefit of actual experience along with novel gains. The Danish maritime industry clearly stands out in many ways. Denmark is a relatively small country, yet products of Danish design are installed in most ships being built all over the world. The member companies of Danish Maritime are strongly committed to keep the lead in the future by continuously developing innovative and state of the art products and service.

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The Transport Innovation Network (TINV) - halfway through the first four years

After nearly two years with high activity levels and more than 700 participating companies from the Danish transport sector, it is time to take a look at the results so far. To what extent has TINV managed to match-make at the desired levels and what has the participating companies gained? Increased knowledge sharing and project activity between Danish companies and research institutions to the benefit of Denmark’s competitive position globally, is one of the main reasons for why the Danish Agency for Science, Technology and Innovation (FI) created the now 23 existing innovation networks. The networks’ foremost goal is to bridge the gap between industry and research institutions, authorities and GTSinstitutes. The latest general evaluation of the innovation networks is quite positive and shows a clear connection between the work done in the networks and the increasing levels of RDI* investments in Danish companies. Accordingly, when TINV began their work almost two years ago, one of the biggest tasks was to create a bridge between indus-

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In May 2010, TINV and Partnership for Cleaner Shipping coorganized a conference about the use of gas in the transport sector. More than 100 companies were represented in order to discuss the challenges and opportunities this would bring. Welcome by Chairman Erik Østergaard, TINV.

try and research institutions, and to increase project activity around innovative, green and sustainable transport solutions. After almost two years, we dare say that TINV indeed did manage to gather much of the transport sector around relevant topics such as sustainable fuels, CSR in transport, electric cars, product service systems, ICT etc. More than 700 companies have participated, and we are pleased to learn the initial results of our work so far. In August 2010, 17% of our members had entered into a partnership or project with a company, a scientist or a research institution they had met at a TINV meeting, 46% had met a possible future project partner, and 10% had started a project inspired by subjects treated on TINV meetings. In addition to this, TINV has helped several projects through the initial yet critical phase with guidance on financial support, partner search and on a single occasion through the EU system. We constantly aim at improving our work and the services we provide. If you have new ideas, or wish to consult us on a project or partner search, please contact us at To hear more about our current activities, our next conference or the program for 2011, please visit * Research, Development and Innovation

The Transport Innovation Network (TINV)


Reaction to the Post-Crisis Market Danish Marine Group focuses on the emerging markets After the all encompassing focus on the Far East over the last decade or so, the financial crisis has reminded the maritime industry of the necessity to benefit from the possibilities of the neglected markets. Everybody talks about Brazil, Russia, and India, but most companies have neglected these fast growing markets in the Far East bull market. Many of the serious maritime players are by now well established in China and/or Korea. But even though much of the actual shipbuilding has moved eastwards, new national strategies, energy policies – and oil discoveries, not to forget – continuously alter the actual movements on the global market. Besides being interesting potentials, India, Brazil, and Russia demand presence and on the spot activity in order for the Danish maritime industry to be part of the first waves hitting the shores of these new markets. Brings the industry together The Danish Marine Group, a part of the Danish Export Association, is a forum which brings suppliers within the maritime industry in Denmark together, for example by creating the right framework for the Danish maritime industry at the main events such as SMM in Hamburg and 2011 activities such as Norshipping in Oslo, Kormarine in Busan, and Marinetec in China. In addition to arranging these “classics” the emerging markets are priorities in the 2011 calendar. NEVA in St. Petersburg also belongs to the classics, but it is expected to get more attention in the future. Impact on new markets Apart from organising attendance to important fairs in the industry, the Danish Marine Group creates a platform for entry to these new markets where India and Brazil top the lists at the moment. Furthermore, the Group creates awareness both in local media as well as within the relevant associations and right governmental entities. This is done by using its political


Reaction to the Post-Crisis Market

influence as well as the impact linked to the size of the Group. Result: The Danish exporters will get in touch with decisionmakers as well as potential clients and partners. “The Danish Marine Group makes it easier for individual members to be noticed when entering new markets such as India or Brazil. As an example we are planning our maritime road show to be a considerable part of the Danish minister for Economic and Business Affairs’ trip to India in the first week of 2011”, says Mark Lerche from the Danish Marine Group. “Together we can initiate the first wave contact to these markets – a task which can be too heavy and cumbersome for a small exporter on its own”. Industrial giants and green front-runners The members of the Danish Marine Group range from industrial giants to one-stop shop partnerships to small innovative companies offering green solutions. Such a group of members offers broad opportunities for serious partners at the global maritime market. “If the foundation for growth is to be established, it is crucial to have access to a network and to be able to draw on the resources of others - primarily for companies which are small to medium in size, or recovering from a difficult outset. For companies focusing on export, the Danish Marine Group is a fantastic partner”, says Sven Dyrdal from Marine Alignment A/S. More details on the Danish Marine Group and their future activities can be found on or by contacting Kurt Feldtfos ( or Mark Lerche (

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The Danish Maritime Cluster Maritime Development Center of Europe (MDCE) represents the Danish Maritime Cluster and is a member of the European network of maritime Cluster (ENMC). MDCE today is a dynamic and future-oriented member association. With active use of the association there are good possibilities of innovation and development. 130 company members representing the broad maritime industry, shipping, organisations, unions, ports, universities, institutions, producers, service providers, government bodies, maritime media, etc.

ENVIRONMENTS, NETWORKING AND INTERNATIONALIZING of the Maritime cluster companies, research institutes, and other public actors.

This year, MDCE will participate as the Danish representative in the yearly European Maritime cluster meeting, which will take place in Holland. Earlier this year, MDCE was representing The Danish Maritime Cluster in a cluster meeting for the Baltic sea region.

If you want to contact the Danish Maritime Cluster, please contact Steen Sabinsky on email or phone +45 3333 7488 and fax +45 3332 7938

MDCE supports Danish Quality Shipping and the Danish Maritime Cluster – an Agenda for Growth.

Maritime clusters are improving the competitiveness of the maritime value-chains by following: Broad-based innovation methods, new renewal businesses, new innovation environments, emerging technologies i.e. etechnologies and improving productivity. Furthermore by development of international networking especially in terms of SME’s, creating a dynamic environment for further enhanced innovation performance by strengthening transnational cooperation, intelligent sustainability - environmentally friendly, safe, clean and green value chains and innovations in logistics and transportation i.e. eco-efficiency; improvement and securing of maritime competences, increasing the image of maritime sectors, improve and enhance the innovativeness and internationalization of SME’s and multisectorial clusters and improvement of competences through the transnational cluster cooperation among the Maritime Clusters. Maritime cluster acts as: Integrators, Facilitators, Analyzers, Foresighters, Activators, and Culture changerers. Maritime Clusters is going from regional to national to international networks among areas as: R&D&I, Education, Competitiveness, and Markets. Maritime clusters ensure sustainable development by integrating and utilizing present structures, and networks but also by creating new - more stable, efficient methods and tools for the defined strategic targets in terms of INNOVATION

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The Danish Maritime Cluster


What is BSR InnoShip project? The BSR InnoShip project will address the joint challenge of the Baltic Sea countries and the key marine stakeholders to cooperate in minimizing shipbased air pollution, while aiming at optimizing competitiveness of the marine industry. The project will promote new and innovative transnational approach to mitigate the different needs and interests of the maritime sector and to ensure basis for more sustainable and economically viable management of the Baltic Sea resources. Problems to be addressed in the project Baltic shipping is constantly growing and some of the busiest shipping routes in the world go through the Baltic Sea. Consequently, ship exhaust emissions are increasing and affecting large geographical areas due to atmospheric transport of the pollutants. IMO has designated the Baltic Sea as a Sulphur Emission Control Area (SECA) requiring a progressive reduction in sulphur oxide (SOx) emissions from ships by 2015. Due to more stringent international requirements, shipping industry in the Baltic Sea will be faced in the next five years with substantially increased fuel expenses, logistics costs and needs for large investments into low-emission technology and infrastructure. Through international agreements of IMO, EU Marine Strategy Framework Directive, HELCOM BSAP and EUSBSR, the BSR countries are obliged to take actions to reduce harmful atmospheric emissions and strengthen. Overall objective of the project The project aims at enhancing integrated environmental and economic management of the Baltic Sea by supporting key maritime actors to minimize adverse effects of pollution from maritime traffic and optimize the competitiveness of the Baltic shipping by deploying sustainable, cost-effective, jointly coordinated national and transnational policies, strategies and concrete measures. Sub-objectives in the project Is to promote transnational coordinated efforts to make the Baltic Sea a model region for clean shipping in atmospheric emissions, in line with the international and national regulations. Also to strengthen the capacities of authorities and decision-makers through the sharing and adoption of the good practices and up-to-date knowledge in development and joint coordination of innovative approach to boost sustainable and economically viable Baltic shipping. The Project shall improve knowledge, skills and capacities of ports, cities and shipping


What is BSR InnoShip project?

companies in development and adoption of innovative lowemission technical solutions, and related economic planning through collaboration, joint piloting and transfer of concrete solutions. It will raise public awareness and political commitment to reduce negative ship exhaust emission effects, mitigate related economic implications and promote solutions available in the Baltic Sea region and Europe wide. Main outputs of the project 1)Manual of Best Practice on Clean Air Shipping and Port Operations in BSR. 2) Recommendations for making Baltic Sea model area for clean and economically viable shipping through joint transnational and national efforts. – Including specific recommendations focusing on strengthening transnational integrated management of the Baltic Sea environment in the framework of the IMO regulations, EU marine Strategy Framework Directive and HELCOM Baltic Sea Action Plan on emission reductions of the Baltic shipping. 3) Economic analysis of the consequences of the air emissions reductions for the maritime transport in the Baltic Sea region and to the related transport logistics chain as a whole. 4) Economic analysis of the implications of the air emission reduction measures required by the IMO regulations and EU marine Strategy Framework Directive to the shipping industry in the Baltic Sea region. 5) Emission concentration maps to be provided as an Internetbased service. 6) Baltic Sea wide Clean Baltic Shipping and Sustainable Port Operations Award will be developed based on the German environmental friendly shipping award Blue Angel. Partners in the project The project har 19 partner organizations from nine Baltic Sea region countries representing universities and research institutes, maritime business development agencies and associations, Pan-Baltic organizations and cities and ports. Russia is

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represented in the project by the City of St. Petersburg as an actively engaged associated partner. The partnership design reflects state-of-the-art expertise, best practices and experiences on emission effects and risks and economic implications of their reduction in BSR. The partnership is built on the basis of long-term cooperation between the key project partners, open call and proposals and support from HELCOM Maritime Group, HELCOM Secretariat and the EU BSR Strategy Priority Area 4.The Baltic Institute of Finland is the Lead Partner in the project. Leading meteorological and maritime research institutes and universities in BSR and Europe are involved in measurements and monitoring activities of atmospheric emissions from the Baltic shipping and the related health risk assessment and environmental impact analysis. The partners include also organizations providing expertise in assessment of related economic implications and cost-efficiency estimations in development of innovative technological low-emission solutions. Under the UBC Commission on Environment coordination, ensuring the transnational involvement of BSR cities, ports and other key stakeholders, partners and associated partners share their experiences on low-emission solutions, measures and policies. Associated organizations The project has 24 associated partner organizations, which represent leading public and private maritime stakeholders from seven BSR countries, as well as Pan-Baltic organizations. The associated organizations are represented in the project High Level Advisory Group (HLAG). The City of St. Petersburg together with the Federal official body “Administration of Seaport the Big Port St. Petersburg” representing six main ports of St. Petersburg region (St. Petersburg, Kronshtadt, Lomono-

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Facts Maritime Development Center of EUROPE (MDCE) is the Danish Partner in A EU project named “BSR InnoShip”. This project is a Baltic Sea cooperation for reducing ship and port emissions through knowledge and innovation-based competitiveness.

sov, Primorsk, Ust-Luga and Viborg) will represent Russia in the project. The Russian involvement is crucial to promote integrated approach and measures to ensure the Baltic Sea region to become a model region for clean shipping See more on the webpage:

What is BSR InnoShip project?


The Port of Frederikshavn – centre for trade with Norway and Sweden Sweden. The import from Norway and Sweden is partly for domestic use in Denmark, while the rest is transported further down in Europe by truck, explains Preben Reinholt, Managing Director of Frederikshavn Havn.

By Tina Altenburg

Room for even the biggest ferries As part of securing the ferry port’s future, the port has recently prolonged one of the ferry berths from 145 to 180 meters. With direct access to the main roads, an assembly area of 30,000 square meters, and in working distance from the town, the ferry berth now offers great potential for new investors. Even the Norwegian ferry operator Color Line’s 211 meter long SuperSpeed ferries can now call at the port of Frederikshavn. -Color Line uses the ferry berth as a reserve, when the weather is too stormy at the Port of Hirtshals, where Color Line has chosen to concentrate all its Danish ferry activities. Besides, we are looking for a new investor to use the ferry berth, and we can offer new and ready facilities such as a terminal building, which is completely ready to be taken into use, Preben Reinholt says, adding that it is not that simple to find a new investor. -We are constantly trying to find new investors and have recently initiated some new activities with the goal of finding an interested investor. However, the crisis has made it difficult. But some day the right investor will show up and see the great potential.

The port can be divided into two business areas, the ferry port and the traffic port. The traffic port handles approximately 300,000 tonnes of cargo each year, of which bulk such as roadstones and gravel is the major part, but also project cargo such as wind turbine parts is handled in the traffic port. Scrap iron is also an important item in the traffic port. There is no doubt, however, that the most important business area for the Port of Frederikshavn is the ferry port contributing by far the greatest part of the port’s total turnover. Every year, the ferries transport more than two million passengers and half a million cars between Frederikshavn, Gothenburg, and Oslo. The ferries transport approximately two million tonnes of cargo as well. -The ferry cargo included, we handle close to 2.5 million tonnes of cargo in total each year. We are one of the most important import and export ports to and from Norway and

Jobs and tax payment The port makes a significant contribution to the municipality’s economy in the form of jobs and tax payments. More than 100 private companies, including ferry operators, shipyards for repairs and maintenance, waste recycling industry, maritime service companies, fishing industry etc., are based in the Port of Frederikshavn. -If you include everything, it amounts to something like 6000 jobs and a total turnover of 6 billion DKK – including activities which are connected to the port in some way, Preben Reinholt explains. -Our owner, the municipality, is fortunately of the opinion that the port will continue to be a business port. It shuts out the possibility of constructing dwellings at the port area, which in many other ports in Denmark can be a problem. Luckily, we are spared that problem, he adds.

Frederikshavn Havn (the port of Frederikshavn) is one of the busiest ferry ports in Denmark with the Swedish operator Stena Line’s ferry routes to Gothenburg and Oslo contributing greatly to the port’s total turnover. A large part of the import and export of cargo to and from Norway and Sweden is handled here. That makes the port a very important contributor to the whole region in the form of jobs and tax payments.


LITEHAUZ The Port ofApS Frederikshavn

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Stavanger Kristiansand

Se info og bestil på eller tlf: +47 51 46 40 00 Hirtshals

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The Green Ship – a floating exhibition The ferry “Margrethe Læsø”, which is sailing between the mainland of North Jutland and the island of Læsø, will become a kind of floating exhibition showing how Danish maritime companies can contribute to the retrofitting of ships, making them more green. The company RM Staal A/S, which is a supplier within the maritime industry, is one of the companies participating in the project “The Green Ship”.

the NOx charge is very small. In Norway, however, the cost savings by investing in a NOx catalytic converter are enormous, because of the Norwegian NOx charge, Bent Jensen says. Most of the catalytic converter systems will be designed to reduce the NOx emissions by 80 per cent, thereby fulfilling the IMO demand from 2016.

By Tina Altenburg

Ready for testing RM Staal has worked together with the Danish engineering company Haldor Topsøe and the manufacturer of diesel engines MAN Diesel. The three partners have recently begun testing the system on a real engine, which is installed on a test bench. The next step will be to have it installed on a ship. -We expect that the demand will increase drastically when the results of the testing are available. In the first year, we hope to be able to deliver 10 systems, the next year 20 systems and then 50 systems. That is our target, Bent Jensen explains.

RM Staal is working as a supplier within the maritime industry, typically engaged in producing welded constructions. RM Staal is one of the companies in North Jutland which are working together on converting the ferry “Margrethe Læsø” into a more modern and green environmentally friendly ferry. -Our contribution is that we are co-operating in order to keep the project going; however, we are also interested in having our product, which is a NOx catalytic converter, installed on the ship. We see the NOx emissions as one of the big pollution sources within shipping, and with this product we want to reduce the emissions, says Bent Jensen, CEO of RM Staal A/S. At the exhaust pipe, a nozzle is built, where urea is injected into the exhaust gas. The urea is then transformed into ammonia, which reacts with the nitrogen oxides in the catalytic converter, which is converting them into nitrogen and water. -The perspectives of investing in such a NOx catalytic converter depend on which country you are operating in. In Denmark,


The Green Ship – a floating exhibition

Demonstration of green technologies Apart from RM Staal, a number of companies are participating in the ferry project, each with their own product. Among them are Orskov Yard, Scanel, Elektromarine, and several others. The goal is to have the ferry completely environmentally retrofitted, making it a kind of exhibition of green products, technologies, and other initiatives to the benefit of the environment.

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Fokus på: Forskning, Innovation, Idé & Inspiraiton Konferencen har fire hovedtemaer: • Maritime India and China. • Ports and short sea shipping. • Future business models in the making. • Corporate Social Responsibility.

Key note:

CE 2010 REN FE

Den Blå Forskning & Innovation konference 2.-3. december 2010 i København

• Bestyrelsesformand Knud Pontoppidan, Nordic Tankers, TTClub Bermuda, Den Danske Maritime Fond • Direktør Andreas Nordseth, Søfartsstyrelsen • Professor Siri Strandenes, Norges Handelshøjskole • Professor Thomas Pawlik, Hochschule Bremen "Læsø Line" just got the Danish Travel Award as the best passenger shipping company 2010

Service and Repair at the Gate to the Baltic

The Port of Frederikshavn has a long history of shipbuilding and maritime service; from dockyards that undertake the repair and maintenance of engines and propellers to electrical, hydraulic and metalwork workshops and maritime training and education centres. FREDERIKSHAVN Phone +45 96 20 47 18

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The Green Ship – a floating exhibition


Time has changed – but the maritime industry is still the main focus

Furthest to the north in Denmark lies the municipality of Frederikshavn, a good example of how a region can be totally dependent on the maritime cluster. Out of the municipality’s 30,500 inhabitants with a job, almost 7,000 are employed within the maritime cluster. That makes the maritime industry a focus area for the business council of the municipality of Frederikshavn. The business council of Frederikshavn has some 550 members, of which many are maritime companies. That makes the maritime industry an absolute focus area for the business council, although a number of big maritime companies have closed down over the years. -In 1999, we lost Danyard, which meant the closure of many jobs, and now MAN Diesel has decided to stop the production of engines in Frederikshavn. It means that we have lost some 500 jobs. But we have a lot of small and medium-sized maritime companies with a potential and with an interest in the maritime sector. We are not working with newbuildings anymore, except Karstensen’s Shipyard, but many companies are working within the maritime service. They can make a vessel able to sail again very quickly, says Jørgen Ove Jensen, Commercial Director of the business council. In total, approximately 30,500 inhabitants in the municipality have a job, of which almost 7,000 are employed within


Time has changed

the maritime sector. The maritime sector then creates a total turnover of 7 billion DKK yearly. A lot of money for a small municipality like Frederikshavn. -We have the ports, we have the necessary infrastructure, we have what it takes to work within the maritime sector, and we also have some maritime educational institutions. That is why the municipality of Frederikshavn has chosen the maritime sector as its main focus area, he adds. Maritime knowledge centre At the moment, the business council is establishing a new maritime knowledge centre in Frederikshavn called MARCOD – Maritimt Center for Optimering og Drift (maritime centre for optimisation and operations). The goal of the new centre is to improve the maritime industry’s competitiveness and create growth and new jobs within this sector. The purpose of the knowledge centre is to support the maritime industry in transforming knowledge and new ideas into competitive products, services, and business processes. -We are looking at the environmental demands from IMO, for example MARPOL. We have the technical solutions for the shipowners, because we know the new demands. The technical solutions constitute a potential for our maritime suppliers. So many new environmental demands come up and therefore we need some specialists to be leading in that

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Photo: Carsten Lundager

market, Jørgen Ove Jensen says. -We ought to be precisely where we can to help companies in getting into the market more quickly, in getting from idea to invoice. This is a centre for companies, and it is not only created for our own companies, but for all companies in Denmark, he explains. The new maritime centre receives 9.5 million DKK from the governmental innovation fund Fornyelsesfonden, which belongs under the Ministry of Economy and Business, and 3.2 million DKK from Vækstforum Nordjylland (growth forum Northern Jutland). The Green Ship As an example of how the maritime sector in Frederikshavn actively works with the new environmental demands, Jørgen Ove Jensen mentions the project called The Green Ship, in which several companies participate and MARCOD is a coordinator. -The Green Ship is a kind of floating exhibition, where companies working with energy-improving solutions can show them. We try to be at the forefront with climate-friendly maritime solutions. Many of the vessels which are sailing at the seas today have to be retrofitted in some way in order to live up to the new environmental demands. We see a big potential in this area, he says.

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Royal Arctic Logistics is a merger between Royal Arctic Liner Agency and Arctic Container Operation Tel. +299 34 92 90 Tel. +45 99 30 32 34

Time has changed


Cruise ferries on natural gas The Norwegian-owned Danish ferry operator, Fjord Line Denmark A/S, will probably put two new cruise ferries into service operating on natural gas (LNG). The ferry operator had a fantastic summer season with the cruise ferries. The time is for growth. By Tina Altenburg Fjord Line operates ferry routes between Hirtshals in the Northern part of Denmark and Kristiansand in Norway. Last year, the ferry operator had to let the catamaran ferry “Fjord Cat” be idle because the Port of Kristiansand did not want to issue an approval for sailings in the summer season. The port demanded Fjord Line to sail all year round with the catamaran ferry. The exclusion from the Port of Kristiansand has been a consid-


Cruise ferries on natural gas

erable economic burden for Fjord Line. -That is why we are very satisfied with the increase in traffic, with which we have succeeded because we were forced to have an aggressive market and price policy at the route, explains Ingvald Fardal, CEO of Fjord Line. More than 81,000 passenger cars – an increase of 14 per cent compared to 2008 – were transported by the catamaran ferry “Fjord Cat”, and the number of passengers has increased by six per cent compared to 2008. In the light of the growth, Fjord

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Line has decided to buy two new cruise ferries, which will be put into service in 2012. Cruise ferries on gas As part of an EU project, which recommends increased use of natural gas as fuel in vessels, Fjord Line will probably use natural gas in the two new ferries’ engines. -With the EU support we will have the opportunity of assessing the installation of equipment, which gives significantly lower emissions than a system based on heavy fuel oil, Ingvald Fardal says. As the first step, the goal of the EU project is to find out what possibilities exist of increased use of LNG and what strategy to choose in connection with increasing the number of LNG terminals in countries bordering up to the North Sea and the Baltic Sea. Fjord Line’s new ferries, which will sail between Vestlandet in Norway and Hirtshals in Denmark as well as between Kristiansand in Norway and Hirtshals, will be part of a pilot project supported by 10 million DKK. In addition, Fjord Line has applied the EU for direct support for the retrofitting of the cruise ferries making the ferries able to use LNG as fuel. The cruise ferries will be built by Norwegian Bergen Group Fosen. The contract is based on the vessels being prepared

for LNG use. The advantage is that the use of natural gas does not give emissions of sulphure and particles. The emissions of harmful NOx gasses is approximately 90 per cent less than by using traditional fuel. The CO2 emissions can be reduced by up to 25 per cent. Bigger investment costs The use of natural gas requires the fuel tanks to be twice as big in order to have room for the same amount of energy as traditional fuel oil. Another aspect is the accessibility to LNG bunkering at the two routes. In addition, the capital and investment costs are significantly bigger in connection with an LNG installation compared to a traditional fuel installation. -However, for Fjord Line, it is important to show a green profile. We have a great wish to use environmentally friendly natural gas as fuel for the benefit of not only the travellers but also for the benefit of the environment in the areas which Fjord Line is sailing in and not least the ports, Ingvald Fardal says.

Royal Arctic Line, Greenland’s national shipping line has: · Ships and equipment designed for Arctic conditions · Its own facilities, locations and personnel in 13 Greenlandic harbours · Many years of experience with navigating and operating in Arctic waters Royal Arctic Line has 750 experienced, skilled employees available with expertise and extensive local knowledge

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Cruise ferries on natural gas


Potential in treatment of ballast water Control panels and alarm systems are necessary everywhere in the maritime sector. Elektromarine A/S with office and production in the city of Skagen has turned control panels and alarm systems into their core business, most recently in the form of a partnership with Desmi Ocean Guard, which develops and markets a new concept for treatment of ballast water. By Tina Altenburg Elektromarine from northern Jutland has the core competency of designing, programming, and monitoring control panels and alarm systems for the maritime sector and for offshore purposes. Elektromarine both offers client-based solutions and prepares solutions themselves based on the client’s requirements. -Our most recent initiative is our partnership with Desmi Ocean Guard, which manufactures treatment facilities for ballast water, says Thomas Lund, CEO of Elektromarine A/S. Desmi Ocean Guard develops and markets a new concept for


Potential in treatment of ballast water

treatment of ballast water, which meets the IMO requirements of the area, which will be extended to all types of vessel in 2016. Great potential -It is an example of an area where we really co-operate with the client regarding what the product is to be able to do. The client approaches us to get a facility with a number of specific qualities. Subsequently, we prepare a functional description. We agree on the components to be used, and then we test it, says Thomas Lund about the typical process. -In relation to Desmi Ocean Guard, our role is to see to it that their ballast water system can function in accordance with the requirements advanced by Desmi and in accordance with the IMO requirements. -It is our job to know the rules of the area so that the system meets all given rules, he adds. According to the plan, the first system will be delivered in about three months. -This project is incredibly exciting, because we expect it to have great potential. About 60,000-80,000 ships engaged in

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Phone (+45) 22 9798 43 Photo: Carsten Lundager

overseas trade all need to have these facilities installed. -There is a deadline saying that the facilities need to be installed by the end of 2012, but that is physically impossible, since the number of manufacturers of the equipment is still rather small, and most of them are still testing their facilities, Thomas Lund says. Reduction of energy consumption Via Elektromarineâ&#x20AC;&#x2122;s competencies in the area of control panels, alarm systems etc., Elektromarine also have experiences controlling the energy consumption of a maritime enterprise. -It is our experience that it is possible to reduce the electric energy consumption by as much as 20 per cent. It is possible to reduce the consumption of fuel by 2-4 per cent by knowing where and when energy is used, and it is possible to reduce the operating costs by 2-5 per cent by optimising utilisation and eliminating purchases of unnecessary equipment, Thomas Lund explains. Elektromarine also offers to monitor a clientâ&#x20AC;&#x2122;s energy consumption and prepare an action plan subsequently.

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Serviceteam Skagen Havn Erhvervshuset Skagen Vestre Strandvej 10 9990 Skagen Telefon: +45 9845 8009 Mail:

Potential in treatment of ballast water



Cylinder lubrication â&#x20AC;&#x201C; small, but important part of shipbuilding

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Cylinder lubrication – small, but important part of shipbuilding To build a ship - or to retrofit an existing ship - is a complex process with many small parts involved. One small, but very important part of that process is cylinder lubrication, which the Danish company Hans Jensen Lubricators A/S is specialized in. By Tina Altenburg The company Hans Jensen Lubricators A/S, based in North Jutland, is dealing exclusively with cylinder lubrication, which the company describes as a small niche within a large shipbuilding project. The company develops and produces equipment for cylinder lubrication of 2-stroke diesel engines. The company has developed the HJ SIP (Swirl Injection Principle), the purpose of which is to reduce the consumption of lube oil and at the same time improve the general condition of the cylinder. -We found out that the consumption of lube oil can be reduced by 30-70 per cent on most vessels, says Hans Peter Jensen, CEO of Hans Jensen Lubricators. The SIP system injects pressurized lube oil into the cylin-

der utilizing a small amount of lubricating oil, which forms a cloud of oil droplets. The oil droplets are carried by the scavenging air swirl, and aided by the centrifugal force the oil droplets are distributed over a large surface of the liner wall. A thin oil film is formed on the entire circumference of the upper part of the cylinder liner wall. The oil is injected at every piston stroke. The system is useful for large 2-stroke diesel engines and is compatible with all bore sizes and all major engine designs such as MAN, Wärtsila-Sulzer, and Mitsubishi UE engines. The retrofit payback time for a HJ SIP system is between 12 to 24 months depending on the engine size etc. As the SIP valve can be mounted in the existing holes of the cylinder liner it is possible to perform a retrofit in situ without removing the liners. Installation time varies from one to five days. -HJ SIP is today installed in more than 600 vessels, either installed in newbuildings or installed as retrofit. The consumption of lube oil decreases after the installation, and the emissions of particles are reduced because of the smaller amount of lube oil, Hans Peter Jensen explains.

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Cylinder lubrication – small, but important part of shipbuilding


Danish Maritime Magazine 1-2010  
Danish Maritime Magazine 1-2010  

English language magazine, which informs foreign readers about the development in the Blue Denmark. Current portraits of innovative Danish...