Maritime 11-12-2021 (GB) by Maritime Media Group

MARITIME .direct

Dec. 2021

No. 11-12

24TH YEAR

TRANSPORTATION INCLUDED IN DANISH CCS-STRATEGY

Maersk upgrades green fleet to reduce CO2-emissions Cleaning ballast water keeps DESMI busy

Danfoss Drives er med til at sikre den grønne omstilling i den maritime sektor

2,5% af de globale drivhusgasemissioner skyldes den globale maritime transport

Fremtiden rummer et stort potentiale for elektrificering af maritine fartøjer Danfoss Drives har løsningen til effektivt at reducere CO2 Den grønne omstilling af den maritime sektor kræver at nye klimateknologier skal levere en væsentlig del af den CO2-reduktion, som Danmark har mål om at opnå inden 2030. Den globale maritime transport udleder mere end 900 millioner tons CO2 årligt og er ansvarlig for omkring 2,5 procent af de globale drivhusgasemissioner. Den høje efterspørgsel efter lavere CO2-aftryk hænger godt sammen med den øgede fokus på elektrificering. Danfoss Drives har løsningen til effektivt at reducere CO2 ved hjælp af bl.a. elektrificering. Med Danfoss Drives frekvensomformere får du serieproduceret hardware, gennemtestede produkter og hele 9 marinegodkendelser. Vi er eksperter på frekvensomformere og med mere end 50 års erfaring, kan vores eksperter inden for elektrificering hjælpe dig med at komme nærmere den grønne omstilling inden for den maritime sektor. Vil du vide mere om hvordan Danfoss Drives kan hjælpe dig? Kontakt vores Danfoss Drives eksperter inden for energi og marine i dag:

Carsten Loie Key Account Manager Danfoss Drives Tlf. +45 4060 4015 drives.danfoss.dk

Søren Ingwersen Key Account Manager Danfoss Drives Tlf. +45 2127 8569

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MAGAZINE MARITIME 11-12-2021

TOP STORY

ECOPAC® REDUCES, COLLECTS, AND DOCUMENTS YOUR ENERGY- AND C0² FOOTPRINT The Esbjerg-based technology company CS electric is behind ECOPAC®, which is the name of a scalable technology platform for operation and energy optimization of electric rotating equipment. The solution is continuously regulating several parameters and reduces energy consumption when full performance is not needed. This ensures the greatest possible energy savings.

MAERSK ACCELERATES DRIVE TO REDUCE CO2 EMISSIONS Making good on its commitment to reduce its CO2 emissions, industry giant Maersk has begun to replace its older vessels with new, more eco-friendly ships. Running on E- and bio methanol, the first of the company’s newbuildings is a 2100 TEU feeder vessel currently under construction at Hyundai Mipo Dockyards and due for delivery in mid-2023. The new vessel will have a LOA of 172m, a beam of 32m, and is slated for service in the Baltic area.

THE AGREEMENT ON CCS IN DANISH WATERS Shipping companies want maritime transport to be part of CCS strategy — Anne Steffensen of Danske Rederier calls for amendment of name to CarbonCapture, Transport and Storage or CCTS. CO2 storage potential enormous with enough space for 400 years’ worth of Danish emissions.

BALLAST-WATER PURIFICATION SYSTEM RETROFITS A DANISH SPECIALIST IS RUN OFF ITS FEET The requirement to purify ballast water is keeping DESMI Ocean Guard A/S busy as it struggles to meet demand for its purification system and to develop new, cheaper systems. “We are really busy with our ballast water systems, and been that way for some years now. In fact, we doing more installations yearon-year,” says DESMI CEO Rasmus Folsø.

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EDITOR René Wittendorff Phone: +45 70 20 41 55 rw@mmg.dk JOURNALISTS Stefan Holmager Larsen, shl@mmg.dk Peter Brandi, pb@mmg.dk Finn Bruun, redaktionen@mmg.dk Marc Allen, uk@maritime.direct DIRECTION AND ADMINISTRATION René Wittendorff Phone: +45 70 20 41 55 rw@mmg.dk

MOLTEN-SALT REACTORS: THE POWER SOURCE OF THE FUTURE? Maritime talks to Troels Schönfeldt, CEO of Seaborg Technology — physicist, entrepreneur, visionary. Mercurial, and crackling with as much energy as one of his pint-sized reactors, Troels Schönfeldt believes his floating Compact Molten Salt Reactor (CMSR) will change the energy industry forever. In a Zoom conversation that ranged from the elegant simplicity at the heart of a salt-cooled reactor, to the pressing need for joined-up thinking on climate change, it soon became obvious that Schönfeldt is a man on a mission…

ADS Niels Hass D: +45 7610 1156 M: + 45 2933 6606 sales@maritime.direct

MARITIME .direct

Dec. 2021

No. 11-12

24TH YEAR

LAYOUT Designunivers Print: Rosendahls, Esbjerg Advertorials are produced in cooperation with our partners.

TRANSPORTATION INCLUDED IN DANISH CCS-STRATEGY

Maersk upgrades green fleet to reduce CO2-emissions Cleaning ballast water keeps DESMI busy

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PAGE 7 /

BY PETER BRANDI

ECOPAC® REDUCES, COLLECTS, AND DOCUMENTS YOUR ENERGYAND C0² FOOTPRINT

The Esbjerg-based technology company CS electric is behind ECOPAC®, which is the name of a scalable technology platform for operation and energy optimization of electric rotating equipment. The solution is continuously regulating several parameters and reduces energy consumption when full performance is not needed. This ensures the greatest possible energy savings.

ECOPAC® is designed for each ship, thus offering a large financial saving while also offering a significantly reduced CO² footprint for the benefit of everyone’s everyday life.

energy optimization and CO² reduction on board, which in turn has led to an increased interest and order intake for the ECOPAC® solutions.”

THE SOLUTION DID NOT ARRIVE OVERNIGHT It all started in 1996 with a brainstorm about options to reduce consumption without compromising the quality of the task.

The installations are carried out by CS electric’s own highly trained service technicians and can be carried out while sailing, in port, or during dock stays.

In 2009/10, the idea was turned into an actual solution, somewhere along the way it was named ECOPAC®. Initially, the interest in ECOPAC® was rather limited, but it has since raised explosively. “The desire to reduce the consumption of fossil fuels, has been very helpful,” says Gert Andersen, Technical Sales Manager Maritime, and continues, “this has resulted in more than 225 ECOPAC® installations spread over approximately 18 shipping companies. It has become considerably easier to get the attention of the shipowners, as they have their own goals for reducing the CO² emission.

But how do you save approximately 60 percent on energy consumption? “The reason being, that ships are designed to operate worldwide, under a wide range of circumstances, such as the temperature of the seawater used for cooling. However, the ships do not always operate in areas with high seawater temperatures, so there is not always a need for the full cooling capacity.

This means that also shipowners using pool vessels have started to meet requirements for

By using ECOPAC® software together with classapproved hardware, ECOPAC® will typically be

Likewise, there are several systems on the ship which is also designed to operate at full power but rarely need the full capacity.

able to provide an energy saving of more than 60%, and thus bring the return on investment down to 6-12 months,” Gert Andersen explains. On top of the energy savings, it is worth noting, that you also get less wear on rotating equipment, just as you achieve an improved working environment onboard, as the background noise on the ship is reduced. But the most important advantage is, that you achieve a reduction in CO² emissions by three times reduced fuel consumption. When CS electric’s technology platform ECOPAC® saw the light of day, it was primarily economics that was the motivation when shipping companies considered introducing ECOPAC®. But that has changed. Focus has shifted to environmental awareness, sustainability and legal requirements poseing completely new challenges for shipping companies to reduce their CO² footprint. This has given ECOPAC® extra growth opportunities. One of the shipping companies you have worked with for quite some time is DFDS? “Yes, we have cooperated with DFDS for more than 20 years, and together we have developed systems for several of their ships. This has given both DFDS and CS electric considerable experience in designing, developing, installing and maintaining ECOPAC®. ECOPAC® is a platform where software and hardware are adapted to the individual ship so that we achieve the best result possible, ”says Gert Andersen. Allan Kaae Jensen, Superintendent at DFDS, confirms this and states: “About 6 years ago we talked to Gert Andersen from CS electric about how we could minimize the energy consump-

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ADVERTORIAL FACTS ECOPAC® is not only used for maritime/offshore systems but is also used in land operations, as part of solutions for industry. Input to the regulation can be: • Temperature • Pressure • Load index from another control system • Process volume • Process quality

tion of our ships. CS electric understood our needs and designed a solution that suited us. It was a really good solution at the time - and still is. Since we got ECOPAC® installed, we have seen an average saving on energy consumption of 55-80% depending on the complexity of system type and operating conditions. ECOPAC® has its justification when several systems have to work together to achieve the best savings. We have thereby achieved a significantly reduced CO² footprint and great financial savings. Many more ships should have ECOPAC® installed because, as I see it, it is a win-win for both the economy and the environment. ”

Sustainability with ECOPAC® • + 60% reduced energy consumption • Return on investment is 6-12 months • Reduced CO2 emission by three times reduced fuel consumption • Reduced wear on electrical and mechanical equipment • Instantaneous values from connected equipment • Curves of trends and development • Possibility of data transmission from local equipment to remote data center • Performance history on replacement selection • Performance history for re-design of similar functions • Costum designed solution

You have experienced explosive growth, will it continue? “Of that, I am convinced. We live in a time where decisions need to be taken, regarding the future of the environment, and we are here, ready to deliver “Turn-key projects”. It is the large shipping companies that lead the way, as we can see from our customer list. But when that is said ECOPAC® is a sustainable solution for all ships,” says Gert Andersen. Why should customers choose you? Gert Andersen answers, “we have a proven concept. We have extensive experience and know-how, and we do see our customers as our partners, together we create unique solutions, based on trust and mutual understanding. We are rooted in Western Jutland, so it is only natural for us, that we must deliver credibility - every time, both as people and as a company. It is in the company’s DNA to create good and lasting relationships with both customers and employees. ” ABOUT CS ELECTRIC CS electric is a Danish technology company that develop, design, produce, install, and service solutions within electrical, automation, robotics, and computer technology. The focus of the almost 70 employees is always on developing the precise solution, that will provide the most value for their customers in the marine, industrial and energy industries, both in the short and long run. In short, CS electric ensures that customers can produce smarter, more efficiently, and more sustainably. They have been doing this for more than 45 years. Read more about energy optimization with ECOPAC® here: www.cselectric.dk/en/solutions/ecopac/

Gert Andersen Technical Sales Manager Maritime i CS electric

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BY PETER BRANDI

MAERSK ACCELERATES DRIVE TO REDUCE CO2 EMISSIONS

Making good on its commitment to reduce its CO2 emissions, industry giant Maersk has begun to replace its older vessels with new, more eco-friendly ships. Running on E- and bio methanol, the first of the company’s newbuildings is a 2100 TEU feeder vessel currently under construction at Hyundai Mipo Dockyards and due for delivery in mid-2023. The new vessel will have a LOA of 172m, a beam of 32m, and is slated for service in the Baltic area.

ith an expected annual methanol consumption of 10,000 tonnes, finding a regular supply of suitable fuel is a challenge, so Maersk has entered into an agreement with Reintegrate (a division of Danish company, European Energy) which works with renewable energy and has undertaken to supply the CO2neutral methanol. FLEET UPGRADES DON’T STOP THERE Maersk has also announced that an additional eight 16,000 TEU methanol-fuelled ships are on order, with the first vessel due for delivery in the first quarter of 2024. The new boxships are of the Hong Kong class, with a LOA of 350m and a beam of 53m. PIONEERING WORK, BUT WITH TRIED AND TESTED TECHNOLOGY Power for the new ships will come from the tried-and-tested 95G from MAN, but with a few necessary tweaks to run on methanol. Ole Graa Jakobsen, Head of Fleet Technology at A.P Moller-Maersk, explained: “While we are carrying out pioneering work within our industry, we work with well-proven technologies, making the cost of continued up-scaling easy to plan for.” OBTAINING CO2-NEUTRAL METHANOL REMAINS A CHALLENGE Securing an annual supply of 10,000 tonnes of methanol was a challenge for Maersk and now, with more ships being built, a further 30-50 times that amount will have to be procured and be available globally. Maersk’s Berit Hinneman is

responsible for finding the fuel and for forging the partnerships and collaborations that will enable a consistent, global supply. However, there is a get-out-of-jail card if supply does fail, because the new ships can operate on lowsulphur bunker fuel after a small modification. COSTS WILL INCREASE Ole Graa Jakobsen expects a cost increase of 10-15% in the start-up phase and says that as a pioneer, higher costs are to be expected but thinks that costs will flatten out over time as the rest of the industry catches up. CUSTOMERS FOR CO2-NEUTRAL TRANSPORT ARE WAITING With the need to reduce CO2 emissions evermore pressing, Maersk already has a long line

of customers ready to make use of its greener transport option. Despite slightly higher pricing, the new additions to Maersk’s fleet will help its customers achieve their own carbon-neutral ambitions and higher prices seemed to be viewed as a necessary burden to carry on the road to reduced emissions. HOW MUCH WILL CO2-NEUTRAL METHANOL REDUCE OVERALL EMISSIONS? According to Jacobsen, a reduction of 1 million tonnes of CO2 is expected, which equates to three percent of Maersk’s emissions for last year, leaving just 32 million tonnes left to go before carbon neutrality is reached. Obviously Maersk, and the industry as a whole, has a long way to go, but it’s a start. AN AMBITIOUS GOAL Maersk has set itself the goal of deploying the world’s first CO2-neutral liner ship by 2023 and by 2030, the company aims to have achieved a 60% relative reduction in overall emissions. By 2050, the ambitious goal is zero net-emissions. CEO of A.P Moller Maersk, Søren Skous says: “Our ambition to have a CO2-neutral fleet in 2050 was a moon shot when we announced it in 2018. Today we see it as a difficult challenge, but still an achievable goal”.

/ PAGE 10

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COPENHAGEN, APRIL 26TH - 28TH 2022

WORLD MARITIME TECHNOLOGY CONFERENCE

Danish Shipping

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• Danish Shipping is No. 5 in the world of global operator nations • The Danish maritime industry is the world’s 7th largest in terms of exports • More than 10 pct. increase in operated GT from 2017 to 18 • Danish flagged merchant fleet has grown by 25 pct. from 2017 to 2018 • Biggest Danish export business (200 billion DKK) • 6.200 employed land-based – 17.000 seafarers • 100.000 employees in the Danish Maritime Cluster • 98% of the Danish operated fleet, managed from the Copenhagen area • Extensive networking possibilities

EXCUSES FOR EXHIBITING

• Organized in cooperation with world leading World Maritime Technology Conference • The Danish maritime industry is the 8th largest in scrapping • Free entrance. Registration in advance or on arrival • Conference hosted by Danish Society for Naval Architects and Marine Engineering Foundation, with 20 sister organizations of DSNAME from 17 countries as organization behind. • The Danish maritime industry is the 12th largest in ship repairs • Half-day seminars, workshops, etc. makes it easier for employees to get permission = more visitors

DANISHMARITIMEFAIR.DK •

• Possibilities for the exhibitors to brand themselves with relevant tracks - both on the booth and in a special overview in the Fair Guide • All activities at Tivoli Hotel & Congress Center, Copenhagen - no wasted time with transport • Activities are scheduled to avoid conflicts • 1000 Naval Architects from all over the world joining the conference • Included breaks in all events, giving time to visit the exhibitors • Conference tracks on creating sustainable shipping through technology and innovation

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BY PETER BRANDI

TWO BIRDS WITH ONE STONE Scheduled events have been canceled or relocated all over the world, to the annoyance of all parties. But sometimes it has also turned up new opportunities. Such an opportunity has shown itself to The Danish Maritime Fair and the World Maritime Technology Conference. TWO MAJOR MARITIME EVENTS ARE NOW COMBINED IN 2022 As it happened both The Danish Maritime Fair (DMF) and the World Maritime Technology Conference (WMTC) had rescheduled their exhibition and conference to be held in Copenhagen within a 3-week week period in 2022. So, it was an advantage for all parties, to join forces and hold both events at the same time. Doing so entails obvious benefits, to both exhibitors and visitors. So, both DMF and WMTC will be held at the Tivoli Hotel & Congress Center in Copenhagen from the 26th to the 28th of April 2022. WMTC The World Maritime Technology Conference is the world’s leading technology conference where professionals from the world’s maritime industry, including ship architects, ship engineers, decision-makers, designers, shipbuilding companies, and shipowners from primarily Europe, the United States, and Asia will meet.

The conference was first held in 2003 and has since recurred every three years, most recently in 2018 in Shanghai, China. The conference in Copenhagen should have been held in 2021 but was rescheduled to 2022 due to the Covid-19 pandemic. In the beautiful surroundings of Tivoli Hotel & Congress Center, Danish and international guests can experience conference tracks, more than 150 academic articles along activities for students while enjoying an exhibition of all the latest in maritime technology. In the preface, WMTC mentions, among other things, the major challenges inherent in eliminating CO² emissions and other pollution, but the conference will also deal with the vulnerability to cyber-attacks, and the great shortage of adequately trained workforce. DMF DMF is a maritime exhibition focusing on the Scandinavian market, and covers the entire

spectrum of maritime sectors, from land-based industries over authorities to shipping in the broadest sense. The exhibition, which usually takes place every two years, has been postponed due to the Corona pandemic. DMF always takes place in Copenhagen, and the purpose is to allow the Danish maritime industry to present itself to the international market. At the most recent DMF, 24% of visitors came from abroad, the visitors were spread across 71 different countries, and there were 518 top managers or owner-managers. So DMF is most probably worth a visit. NEW IN 2022 Due to the collaboration between the two organizations, it must be expected that there will be a greater influx of interested industry professionals during the three days of the exhibition and conference. • Free admission to the exhibition, you can register in advance or on arrival. • The exhibition lasts 3 days. • All activities are held at Tivoli Hotel- & Conference Center in Copenhagen - no transportation time. • Exclusive agreements that ensure that competing activities are not held at the same time.

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• H alf-day events. • Professional tracks where we gather approved posts from exhibitors. • Tivoli Hotel & Conference Center is close to the Port of Copenhagen, so if you have things that are best shown on the water, this is an obvious opportunity. DMF 2022 René Wittendorff, CEO of the Danish Maritime Fair, says: “We have set out to create a significant activity which can effectively connect the Nordic maritime clusters with the global players in the maritime sector. The goal is to shed light on the Danish maritime sector as to allow companies of all sizes to present themselves to partners from all over the world.” Read more about WMTC at www.wmtc2022.com

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PAGE 13 /

BY FINN BRUUN

THE AGREEMENT ON CCS IN DANISH WATERS

Shipping companies want maritime transport to be part of CCS strategy — Anne Steffensen of Danske Rederier calls for amendment of name to CarbonCapture, Transport and Storage or CCTS. CO2 storage potential enormous with enough space for 400 years’ worth of Danish emissions.

t’s been several years since the idea of storing CO2 under the North Sea was first mooted and now, after the Danish government’s dramatic commitment to reduce Danish emissions by 70 percent by 2030, the idea has suddenly become realistic. With broad political support and millions of kronor available in grants, the concept has been championed and taken up by a number of key players, and many in the industry think it may become a reality as early as 2025. Danske Rederier, in particular, considers CO2 storage so important to the future of the shipping industry that it believes the process will become a key component of the business model of several major shipping companies. “Maritime transport will play an important role in the launch of CCTS technology, and several Danish shipping companies are ready to invest

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in specially built ships for the transport of CO2,” says Anne H. Steffensen, CEO of Danske Rederier. Steffensen has called for an amendment of the name of the CCS strategy to reflect the role of shipping in the initiative and argues that it should be called CCTS, or CarbonCapture, Transport and Storage. She also sees potential for international as well as domestic CO2 transport and says: “Therefore, I hope that the political negotiations will quickly create clarity about the framework, so that we can, so to speak, put some ships in the sea that can handle the task. It costs money, and therefore security is needed for investors.”

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Steffensen has also highlighted the fact that the government strategy directly mentions key members of Danske Rederier such as INEOS, Maersk Drilling, and the new consortium Dan-Unity. TotalEnergies is also involved, a clear sign, she says, of how important the Danish value chain is to the overall carbon capture market.

HUGE FIGURES There are some enormous figures at the heart of CCS and analysis by GEUS indicates there is the potential to store 12-22 billion tonnes of CO2 on Danish territory, which corresponds to between 400 and 700 years of Denmark’s annual CO2 emissions. “We need politicians to turbo-charge the process of agreement with the operators of used oil fields where the CO2 is to be stored. In addition, support is needed for testing and demonstration of the maritime transport of CO2. Today, the focus is rightly on capture and storage, but the implementation of the strategy should focus just as much on how we transport CO2,” says Steffensen.

CCS is called a key climate instrument because the technology alone cannot capture CO2 emissions, which are difficult to do something about, such as emissions from residual burning of plastic in incinerators or when lime is burned to cement. The technique can also create negative emissions when biological material is burned and the plants’ collected CO2 is captured and stored in the subsoil.

So far, 210 million has been set aside from research funds to study potential CO2 storage sites in Denmark and the government estimates that the first CO2 can be stored under the North Sea in 2025.

DOMESTIC AND INTERNATIONAL POTENTIAL Danske Rederier maintains that the transport element should be mentioned in several places in the strategy and wants to underscore the role the shipping industry will play in moving the captured CO2 to the spent oil fields. Transport of CO2, it says, is obviously best and most cheaply done by ship. Moreover, INEOS, which operates several oil fields in the North Sea, says it is crucial that there is progress within CCS and calls for a safe and clear framework for the launch of the strategy in the Danish North Sea.

GREEN CO2 TECHNOLOGY In its roadmap for CO2 storage in Denmark, the government calls CCS one of the green technologies of the future. CCS is an internationally recognised process where CO2 is captured from exhaust gases or the air and then stored in sealed geological structures 1-2 km underground.

On the transport side, Danske Rederier is pleased with the reaction of the new consortium DanUnity, which consists of Evergas and Ultragas. Dan-Unity describes the transport of CO2 as an untapped international market and is looking forward to exploiting the business potential of the import and export of CO2. The company says agreements with like-minded countries

will be crucial for the transport of CO2 across international borders and for the smooth running of this huge potential new segment. To close, Anne H. Steffensen says: “There is a need for clear lines for the industry to be able to deliver — initially towards 2025 —but also in the longer term. We look forward to following the negotiations on the transport of CO2, where Danish shipping companies are ready to take on the tasks both nationally and internationally.” BIFROST Business moves fast when there is money to be made and TotalEnergies has now joined the CCS fray. Together with Ørsted and DTU, the oil major is bidding to store 16 million tonnes of CO2 in the spent Harald field. The new project is called Bifrost and Martin Rune Pedersen, responsible for TotalEnergies’ activities in Denmark, states: “Our long-term presence in the North Sea region continues today with the development of several CCS projects, and Bifrost has the potential to become another chapter that contributes to Denmark’s ambitious CO2 reduction goals and Europe’s journey towards climate neutrality.”

‘

We need politicians to turbo-charge the process of agreement with the operators of used oil fields where the CO2 is to be stored. - Adm. Director Anne H. Steffesen, Danske Rederier

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PAGE 15 /

BY FINN BRUUN

BALLAST-WATER PURIFICATION SYSTEM RETROFITS A DANISH SPECIALIST IS RUN OFF ITS FEET

The requirement to purify ballast water is keeping DESMI Ocean Guard A/S busy as it struggles to meet demand for its purification system and to develop new, cheaper systems.

“We are really busy with our ballast water systems, and been that way for some years now. In fact, we doing more installations year-on-year,” says DESMI CEO Rasmus Folsø. “But for us, the situation is manageable. We can supply quite large quantities of systems, both from the factory here in Denmark and from our factory in China.

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“So we have the potential to deliver a large number of systems and that is just what we’re doing. Bottlenecks in the supply chain do occur, but mostly due to the shipyards and sometime due to the classification societies. “One of the things that make our CompactClean water system so much in demand is that it has a very small footprint — it can be installed without requiring a lot of space onboard ship. In addition,

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we have a number of IMO and US Coastguard approvals, so in contrast to our competitors, it is a system that can be applied anywhere in the world, with very few restrictions,” adds Folsø. “One of the things that we have really noticed over the last 12 months is that there are now a lot of ship owners, most in fact, who have experience operating ballast water systems. And there’s a realisation spreading throughout

DESMI’s systems only have a small footprint onboard ship.

test, after which we can say that he or she is competent to be a CompactClean user. “Many of our customers are happy with this solution because they regularly change crews and hire new people and must therefore ensure that there is continuity in the standard of training and the operation of the system.” ACCEPTANCE OF REQUIREMENTS After a somewhat hesitant start, ballast-water purification systems are on their way to becoming an industry standard. “Today, most ship owners recognise that they must have a system to purify ballast water and many have gained some experience in using them. Some have made the mistake of buying the cheapest available system and then regretted their purchase. As is often the case, ‘if you buy cheap, you buy twice’. “So we are actually in the process of replacing a large number of systems that have been installed in recent years, but which do not operate particularly well.” How does DESMI’s system work? “We have a mechanical filtration process, followed by a UV treatment. The principle itself is quite common, but what is special about our system is that the CompactClean is especially efficient and simple to maintain and clean.”

WHAT TO CHOOSE “Today the requirements for ballast-water purification systems are enforced by the classification societies. You simply do not get the certificates you need for your ship to operate unless you have a solution when the ship reaches its compliance date. For most people, it is not an issue whether to have a purification system or when. The only pertinent question is which solution you want to choose,” Folsø point out. “Of course there are differences, but the vast majority of installations are made during a routine docking of the ship. Typically the ship is alongside for a week to a fortnight, and during that time frame the system can be installed. And installation is often done in conjunction with a planned five-year re-fit.” DESMI is really busy, but can still take new orders: “Although we’re really busy, we can still take new orders because from the outset we knew this would be really big and we planned for that. We’ve therefore adapted our organisation and our production capacity and subcontractor network, so we’re ready for an increase in demand. “We’re well on our way to taking advantage of the retrofit wave, which is in full swing and will probably continue for a few more years”.

the industry that the DESMI system is of very good quality and is both reliable and easy to operate. That is what we aim for — not only to increase sales, but to make sure our customers actually get the product they need to solve the task. And they do”. TRAINING IS IMPORTANT Ballast-water purification systems need trained operators, and that can sometimes be a problem says Folsø. “There is a big difference in how customers and shipping companies handle the task. We make sure that every single system we deliver has one of our own service technicians on hand to commission the system. “During commissioning we do a review and conduct crew training with the personnel on board at the time, but we have also developed online computer-based training programs that can be accessed from anywhere in the world. It’s a thorough introductory course in the system and its operation. The course contains interactive elements, where you can see what happens when you do different things on the system’s control panel. The user must then answer correctly a number of questions in a

Rasmus Folsø, CEO of DESMI Ocean Guard: There are minimum standards for the quality of treatment systems and some people will just have to admit that penny pinching costs more in the long run. READ DAILY NEWS AT WWW.MARITIME.DIRECT

PAGE 17 /

BY MARC ALLEN

MOLTEN-SALT REACTORS: THE PO Maritime talks to Troels Schönfeldt, CEO of Seaborg Technology — physicist, entrepreneur, visionary. Mercurial, and crackling with as much energy as one of his pint-sized reactors, Troels Schönfeldt believes his floating Compact Molten Salt Reactor (CMSR) will change the energy industry forever. In a Zoom conversation that ranged from the elegant simplicity at the heart of a salt-cooled reactor, to the pressing need for joined-up thinking on climate change, it soon became obvious that Schönfeldt is a man on a mission… Hi Troels, many thanks for taking the time — I’ll dive right in. One of the phrases that leapt out at me from your website was: ‘existential threats’. What do you mean by that? Climate change, pure and simple. That is the greatest threat we face. And that’s why I think it’s so vital we find a viable alternative to fossils fuels and find it fast. At Seaborg, we think the CMSR is a major part of the solution. You strike me as a man who cares deeply about the environment, but there’s an enormous elephant in the room here, isn’t there? How do people react when you say you’re going to moor a floating nuclear reactor in their city? They should look forward to cheap energy and if they want it in their back yard, they should buy some earplugs – a turbine is noisy! But seriously, there is a big difference in opinion between Europe and Southeast Asia, and our market is Asia. In developing countries, they typically don’t have that much money to spare, so they are more pragmatic: how much can we get and how fast can we get it? Right now, that means coal and gas. So, would you say that the threat of climate change is a bigger existential threat than any possible harmful effects or even the misuse of this technology? Humanity has never faced a greater threat than climate change. It makes the Cuban missile crisis look like a storm in a teacup. I recognise people’s concerns, but this new technology is very safe. We have enough climate opinions, what we need is climate action.

think it’s fair to compare it to conventional nuclear technology. Have you had any trouble getting investment? Well, the first investment came in 2018 and now we’ve got the big guys coming aboard, including Anders Holch Povlsen and Lukasz Gadowski. Is the military interested? Yes. A better question would be: are we interested in the military? The answer is no. If we get involved with the military, we may easily be excluded from the civilian market. And I sincerely hope we will need the military to solve climate change. If a foreign government said, ‘come here, we’ll fund you,’ would you go? Yes, I’ll consider anything that increases our chances of success. But actually, it’s hard to beat Denmark. We’re hiring a lot of people and we haven’t picked an easy challenge, so we need the world’s best. It would be odd if the world’s best team happened to live locally. Copenhagen is an attractive place to move to, so I’m confident we’ll attract the right talent. The fluoride salt, the crux of the whole process — where does it come from and what environmental issues are there? Fluoride salt is ubiquitous, it’s a rock, so mining is involved. Mining is always involved. But the good news is that we use way fewer resources than for example wind or solar, so we need less mining.

The difference from conventional reactors is profound. A conventional reactor has rods of fissile material and they generate energy; they also generate gases, and if there is a leak, then these gasses can escape.

Your website says three of you were drinking homebrewed beer when the idea for the CMSR struck. Whose idea was it? Well, probably mine, to begin with. I found some old research papers on the concept in about 2008 and I couldn’t get it out of my mind. The technology has been tried three times before, so it’s not new.

With the CMSR, if there’s a problem, it just shuts down. The salt/fuel mix solidifies, and everything is contained. That’s the crucial difference. The CMSR is so different that I don’t

I was studying for my Master’s and I couldn’t let it go. We’d talk about the concept while brewing beer — my friends thought I was crazy because we were born and raised anti-nuclear.

/ PAGE 18

READ DAYLY NEWS AT WWW.MARITIME.DIRECT

Ask, Esben and I talked about it for several years, then one night we got so drunk that we founded a company. And that’s how it started. So, we founded the company and soon realised we needed a CEO, and I drew the short straw. I had to learn all about running a business, dealing with red-tape, and being an entrepreneur. That was a long journey, a real struggle, from starting in 2014 to securing our first investment in 2018. Was there ever a day when you felt like giving up? Well, being a CEO needs nerves of steel, that’s all I can say. We took some body blows, but you have to be able to turn a defeat into a win, don’t you? Absolutely. I was amazed to read you use a co-working space. Is that still the case? Ha! That’s a good question! We moved into a small corner office in a co-working space early 2019. But today, we occupy several floors, in fact more than half of the building, and we are just about to start installing our fourth lab - which I believe will take up more space than all of the remaining startups together. So to be fair, I don’t know if it is really a co-working space anymore. Ever been worried about being snooped on? Well, we most likely are being snooped on, but I’ll leave it at that. Fair enough… Listen, this is massive. There is huge money in energy. It’s mind-boggling. As a rule of thumb, whenever a dollar is spent, twelve cent ends up in energy. And the market size will increase tenfold over the next 20 years, as developing countries get industrialised. It’s huge. That’s what makes de-carbonising so hard: all the money tied up in energy. Getting back to the tech, can this be scaled down? Hmmm… Yes, it can, but for power generation, 200MW units are the sweet spot. Obviously, you’re asking from a maritime perspective, so you’re interested in 50-80MW, about 70-100k horsepower, something you can run a ship on.

OWER SOURCE OF THE FUTURE? When will that be possible? It will be a while... Two reasons: firstly, the maritime industry is not going to adopt nuclear until we have modular reactors on barges, so we need to prove barge-to-shore power-generation first. Secondly, the regulatory system is not ready for it. Too many nations prohibit nuclear propulsion, so your route options are severely limited. If we can get power generation up and running by 2025, and the regulatory bodies, the governments, the powers that be — if they recognise the threat we face and seize the day — if they see the urgency, the dire need for fossil-free energy, then we might see nuclear propulsion on ships by 2035. From a technological point of view, it’s not that hard. Regulatory issues and financing are the real problems. That will be quite a sobering thought for many in the maritime world because of all the buzz around salt-cooled reactors in the press… It will come. Get the technology out there, see the benefits and the maritime application will follow. I’m convinced of it. What do you think will tip the balance, shift the agenda? Well, we’ve come full circle. Money makes the world go round — it’s as simple as that. If we can make this a cheaper alternative to oil, the concept will take off. Look at oil; does it have a good public image? No. It’s dirty and it drives climate change. But, for the moment, we need it. But if Seaborgs’ investors can make a return, if the manufacturers can make a profit, and if the end-user gets what they want, I know this will work; it will give us a solution. Troels, this has been fascinating. Let’s talk again in 2035… You bet.

Troels Schönfeldt, man on a mission.

READ DAILY NEWS AT WWW.MARITIME.DIRECT

PAGE 19 /

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