Danish Maritime Magazine 2-10

MARITIMEMAGAZINE

DANISH

Ballast water

Optimized fuel consumption

How to make shipping greener

Clipper Group prepares ferries for LNG

MDCE Network – Knowledge creates prosperity

2 - 2010

BEING THE BIGGEST BRINGS HIGH EXPECTATIONS.WE CAN’T WAIT TO MEET THEM.

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shipowners.dk

Danish shipping companies are making

considerable efforts to help protect

the climate. The course has already been

set and our target is per ship to reduce

carbon emissions by 20% by 2020.

But the objective is for all shipping

companies across the world to follow.

Therefore fair regulations on a

global scale are required, right now.

Why wait any longer?

Danish shipping is leading the wayin protecting the world’s climate.When will you follow?

Danish partner is Maritime Development Centre of Europe.

www.press4transport.eu www.press4transport.eu

A free communication service to promoteyour Surface Transport Project at nationaland EU level.

ISSN: 1903-5888

EditorRené Wittendorff [email protected]

AdsAnders M. PetersenPhone.: (+45) 7077 7441,[email protected]

PublisherErhvervsMagasinerne ApS Jægergaardsgade 152, Bygn. 03 I8000 Århus CPhone.: (+45) 7020 4155, Fax: (+45) 7020 4156

Printing: PE offset A/S Next issue: February 2011

Copyright

MARITIMEMAGAZINE

DANISH

2-2010

6 Danish shipping is on its way

- when will the political leaders follow?

8 How to make shipping greener

- The Ecological Council has the answer

10 Optimized fuel consumption with ECO Voyage planning tool

12 Climate regulation in the Baltic Sea as a competitive factor

15 Green Instruments and Danfoss behind new sensor

16 Clipper Group prepares ferries for LNG

17 Focus on ballast water

18 Green & Clean Ballast Water Treatment Systems

20 6th roundtable of the European Network of Maritime

Clusters (ENMC)

22 Danish oil & gas suppliers courts Singapore

24 The future of industry is water-cooled

26 MDCE Network – Knowledge creates prosperity

- Environment Networking in 2011

Daily news and free E-mag on:

WWW.DANISHMARITIMEMAGAZINE.DK

MARITIMEMAGAZINE

DANISH

Ballast water

Optimized fuel consumption

How to make shipping greener



2 - 2010

Photo: A.P. Møller - M

ærsk Layout: N

ini Wittendorff

Emma Maersk - One of the Maersk ships using ECO Voyage planning tool for optimized fuel consumption.

Danish shipping is on its way – when will the political leaders follow?

Over the years, Danish shipping has made considerable ef-

forts to protect the environment. The continuous growth of

international trade and the public demand for a cleaner en-

vironment will lead to an increased number of international

regulations demanding emissions reductions and better en-

ergy effi ciency from ships. Danish shipping wishes to contin-

ue to take responsibility for continuously raising the bar with

regard to environmental performance, acknowledging that

this is a challenge as well as a unique opportunity for Danish

shipping and the Danish maritime cluster - the Blue Denmark.

Strict environmental rules have already been set by the In-

ternational Maritime Organization for the emissions related

to the sulphur content in ship fuel, and this has sparked a

substantial effort in research and development of abate-

ment technology. Fuel costs often make up half of a ship’s

running costs and it is therefore needless to say that ship-

ping companies have a signifi cant fi nancial incentive to be-

come more energy-effi cient in operations - even without any

regulation other than simple market forces. A wide range of

initiatives and operational changes have already been imple-

mented on Danish vessels - all the way from the overall man-

agement down to technical details like waste heat recovery

from the exhaust gas, more effective fuel valves, better hull

shapes, more effective interaction between rudder and pro-

peller, more optimal trim and better antifouling paints. By

these and other technical means Danish shipping considers

it possible to reduce the CO2 emission per ton mile by 15

per cent between 2007 and 2020. By further slow steam-

ing an additional 10 per cent or more could be achieved.

Danish shipping is indeed gradually reducing its carbon

footprint, but in order to make the whole industry move in

the same direction and reduce carbon emissions on a global

scale, political agreements are still to be agreed on and ad-

opted. Danish shipping believes that the most effective way

to a large, global reduction of CO2 emissions from ships be-

gins with the political leaders at COP16 acknowledging the

International Maritime Organization as the appropriate UN

body to fi nalize the comprehensive package of technical and

operational measures, which has been developed and made

ready for adoption by its Marine Environment Protection Com-

mittee. In addition, Danish shipping encourages the Interna-

tional Maritime Organization to fi nalize and agree on a global

market-based mitigation scheme for shipping operations.

Only in this way, it is possible to secure a fair regulation on a

global scale, which on the one hand will not distort competi-

tion and on the other hand will provide incentives for mitiga-

tion actions.

Danish shipping is on its way – when will the political leaders follow?By Bo Cerup-Simonsen, Vice President, Maersk Maritime Technology, Chair-

man of the Technical Committee, Danish Shipowners’ Association.

6 Daily news on www.danishmaritimemagazine.dk

Clean sailingFounded in 1884, J. Lauritzen A/S (JL) is one of Denmarks leading shipping companies. With a broad-based newbuilding portfolio scheduled to enter our fleet in the coming years, JL is dedicated to ensuring that expansion is achieved in a sustainable and environmentally responsible way. The company is firmly committed to play its part in reducing CO2 emissions and JL is involved in a broad range of activities with the aim of improving energy efficiency and reducing emissions, in order to protect the environment and to provide customers with the best possible transportation solutions. Thus, JL will continue to provide ‘Oceans of know-how’ to partners worldwide and thereby enhance maritime safety and minimise environmental impact. For further information please visit www.j-l.com

OCEANS OF KNOW-HOW

How to make shipping greener - The Ecological Council has the answer

Environmental regulation is often seen as something nega-

tive. From a company perspective, the idea of introducing

more regulation is maybe not the most inviting prospect.

However, the Ecological Council suggests introducing a sys-

tem, which the council thinks will give the modern Danish

fl eet of merchant vessels a competitive advantage.

-We suggest introducing a kind of labelling of ships like the la-

belling we know from refrigerators and freezers, which will go

from A to G, for example. The labelling should measure CO2,

SOx, NOx, and particles, says Kåre Press-Kristensen, MSc in

environmental engineering, PhD, and external consultant at

the Technical University of Denmark.

-We know how much ships emit. This is the base line, and we

are looking at reductions compared to the base line. For in-

stance, if you reduce the CO2 emissions by 20 per cent, the

ship should be labelled C instead of G, and if you also install

an SCR catalytic converter, the ship should perhaps be up-

graded to A. We look at the improvements, he explains.

The shipping companies will have to use an external company

to measure what the base line is and how much the improve-

ments can give in relation to the labelling.

-Our goal is to have big companies like Swedish Ikea to estab-

lish green goals for shipping such as: In 2015, we will use 50

per cent C-labelled ships, and in 2018 we will use 80 per cent

C-labelled ships. If a company like Ikea will set up these goals

for shipping, shipping companies will live up to these goals.

It will be a customer-driven demand, Kåre Press-Kristensen

says.

As many countries as possible

Shipping is international, and the Ecological Council will try

to make labelling as international as possible via the network

of green organisations in the EU, the USA, Japan, China, and

other countries.

-We would prefer IMO to be the issuer of the labelling certifi -

cates. We do not know yet whether IMO will do that or not.

If not, the World Wide Fund for Nature would be an obvious

organisation, Kåre Press-Kristensen says.

Shipping companies have previously presented an energy ef-

fi ciency index, which is part of the Ecological Council’s pro-

posal.

-The energy effi ciency index only consists of CO2, and the

costs for society in connection with NOx, Sox, and particles

are much bigger. For instance, SOx and NOx cause health

problems in connection with air pollution. Our proposal in-

cludes the whole thing, he says.

-As the fi rst step we have written a publication for the deci-

sion-makers in big companies to explain the environmental

problems connected with shipping and what solutions are

available. We would like to have Ikea, Wal-Mart, and Nike

included in a pilot project, in which we will be able to see

whether this system can actually work, Kåre Press-Kristensen

says.

By Tina Altenburg

How to make shipping greener - The Ecological Council has the answer

The Danish Ecological Council

wants to introduce a voluntary

labelling for ships, which will gen-

erate a market-driven demand for

greener shipping.


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9Daily news on www.danishmaritimemagazine.dk

Optimized fuel consumption with ECO Voyage planning tool

Maersk Maritime Technology (MMT) is a ship technol-

ogy competence and knowledge centre within the Maersk

Group. MMT is providing specialized technical support,

performance management and facilitation of innovation,

and one of the latest products from the department is a

new version of the ECO Voyage planning tool.

-The challenge for the ship’s captain is to call at the port

at a certain time and during the journey he has to take

into consideration such factors as wind, weather, current,

maybe the ship has to pass through areas with close traffic

or pirate areas, where the ship has to either slow down or

speed up. All of these factors have to be taken into consid-

eration, explains Kim Henriksen, senior specialist in MMT.

-The basis is that keeping the same power or RPM on the

engine all the time is as a first order approximation the

most energy efficient way to conduct a voyage. The speed

of the vessel will, however, fluctuate up and down because

of all these influencing factors, something which can be

difficult for the Captain to predict at the beginning of a

voyage. ECO Voyage will provide information to the cap-

tain on the optimal power and RPM at the beginning of a

voyage that will bring him to the destination at the right

time taking into account variations in speed through the

journey.

Optimized fuel consumption with ECO Voyage planning toolMaersk Maritime Technology has developed a new voyage planning tool,

which gives a ship’s captain decision support in choosing the most energy

economic way of travelling from A to B. With this system fuel savings are ex-

pected.


Optimized fuel consumption with ECO Voyage planning tool

Integration with the performance system

Another factor to take into consideration is hull and pro-

peller fouling which generally decreases the performance

of a ship as function of time. Such information is also in-

cluded in the planning tool.

-The system is integrated with our performance system,

which monitors the ship’s performance. The same models

of the ship are used. Information such as fouling is there-

fore also part of the system and that is a very significant

improvement of the system compared to other systems,

Kim Henriksen says.

Information on ocean current is received from the ves-

sels several times each day and updated in the system. A

captain, who would like to know the current pattern at a

certain area on the journey, can therefore get information

from other vessels that have sailed in the same area.

-We are also supporting the vessels on schedule reliabil-

ity. With the system it is possible to see where on the route

you are, and whether you have to speed up to reach the

destination point at the right time, Kim Henriksen adds.

Fuel savings

Although difficult to calculate, MMT estimates that it will

be possible to reduce the fuel consumption by approxi-

mately one per cent depending on the experience of the

captain and the crew. The system is now being tested on-

board selected vessels, but the plan is that all owned ves-

sels – container vessels as well as tankers – in Maersk will

have the system installed.

-The project is supported by the A.P. Moller Foundation

and other shipping companies are welcome to participate

in the system. The more vessels that participate the more

we can learn on how to conduct the optimum voyage, for

example more current observations can be shared, , so all

shipping companies are welcome, Kim Henriksen says.

Ship Performance Section

The new version of ECO Voyage has been developed by

the Vessel Performance Section within Maersk Maritime

Technology. The Vessel Performance Section consists of

10 specialists, naval architects and seafarers, of which 4

holds a ph.d. in naval architecture.

-We are providing Vessel Performance Management to ap-

proximately 400 vessels in Maersk Line and Maersk Tank-

ers. With our services, the performance of the fleet is con-

stantly monitored and actions are taken for vessels with

reduced performance. In this way the performance of the

Maersk fleet is constantly maintained at a high level, to

the benefit of the environment and to the running costs of

the vessels – explains Kim Henriksen.

By Tina Altenburg

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Climate regulation in the Baltic Sea as a competitive factor

One of the biggest challenges for maritime traffi c in these

years is to reduce environmental impact while remaining

competitive. The ambitious goal of cleaner shipping can only

be achieved if all stakeholders, across national borders, work

together to develop economically viable solutions with a bet-

ter environmental profi le. Through international agreements

in the International Maritime Organization (IMO), the EU Ma-

rine Strategy, HELCOM Baltic Sea Action Plan (BSAP) and the

EU Strategy and Action Plan for the Baltic Sea Region, Baltic

countries commit themselves to taking measures to reduce

harmful emissions and enhance joint co-ordinated efforts to

make the Baltic countries a model area for clean waterways.

BSR Innoship

Accordingly, representatives from authorities, ports, shipping

companies, and maritime interest organisations from nine

countries around the Baltic Sea (including Russia and Norway)

initiated the project “BSR Innoship”. BSR Innoship is part of

the fl agship project under the priority area 4 of the EU Strategy

and Action Plan for the Baltic Sea Region. BSR Innoship aims

at developing innovative solutions through knowledge and in-

novation and will run until 2013. The partners behind BSR In-

noship hope to develop low emission technologies and imple-

ment joint projects and practical solutions, which will increase

ship traffi c sustainability, profi tability, and competitiveness.

At the same time, the shipping industry is subject to tougher

environmental standards and increased fuel costs, which

requires heavy investment in new sustainable technologies.

“By strengthening regional co-operation, we can learn from

regional experience and techniques, share development

costs and ensure uniform conditions for ship traffi c in coun-

tries around the Baltic Sea. We need to take actions to im-

prove the industry’s long-term competitiveness and make the

Baltic Sea region a frontrunner in sustainable traffi c”, says

Steen Sabinsky, who, in his capacity as leader of The Danish

Society of Transport Economics (TOEF), the Transport Inno-

vation Network (TINV), and the Maritime Development Cen-

tre of Europe (MDCE), represents Denmark in BSR Innoship.

Co-operation with other initiatives:

“As a major shipping nation, Denmark is at the forefront

when it comes to maritime engineering excellence and in-

novation. TOEF, EMUC, and TINV will exert their infl uence

and actively participate in the project BSR Innoship. Simi-

larly, we will ensure co-operation with existing projects

such as Green Ship of the Future, Partnership for Cleaner

Shipping and other initiatives. We will ensure that informa-

tion, skills, knowledge, research, and best practices from

the project are shared with maritime research institutions

and educational institutions which may be interested in it”.

“Why is this project relevant to me?” some might ask.

At the end of the day, ecological, sustainable logistics

and transport in the Baltic Sea is relevant to all of us.

As a direct benefi t of the project the

following can be mentioned:

Preparation of a Manual of Best Practice on Clean Air Shipping

Climate regulation in the Baltic Sea as a competitive factorShipping is a vital part of commerce and service sectors for the countries

bordering the Baltic Sea and Europe. Baltic shipping is still growing, and

some of the busiest transport lanes in the world go through the Baltic Sea.



and Port Operations with recommendations on how to ensure the

emission targets under the recommended and minimum statu-

tory requirements of IMO, the EU, and the HELCOM framework.

Preparation of an economic analysis of the costs

of implementing said emission reductions. Both in

terms of traffi c in the Baltic Sea as such and as part

of major international transport and logistics chains.

Establishment of an internet service where you

can see emission levels on a map of the Baltic Sea.

The project will also initiate the “Baltic Sea Wide Clean

Shipping and Sustainable Port Operations Award”.

The kick-off meeting will take place in Turku, 31 January - 2

February 2011. In preparation of the offi cial kick-off meeting

of the BSR InnoShip project to be held 31 January - 2 February

2011 in Turku, Finland, the 19 partners met in Helsinki this

November. The kick-off meeting will include a public seminar

for project stakeholders and a partner meeting. The draft pro-

gramme and the registration form will be online in due course.

The kick-off meeting is arranged in collaboration with Solu-

tions 2011 - Nordic Conference on Sustainable Development

in the Baltic Sea Region.

FACTS about BSR Innoship:

Behind BSR Innoship is 19 partners and 24 associates,

representing the Pan-Baltic, national and local organisa-

tions in all countries in the Baltic region, including Russia

and Norway. To ensure achievement of project objectives,

the partners will co-operate with the central Baltic maritime

stakeholders, including HELCOM and national maritime

authorities when preparing recommendations for joint ac-

tions to ensure the competitiveness of the Baltic maritime

industry. Lead partner is the Baltic Institute of Finland.

Work package no. 3: Knowledge and capacity building for re-

ducing air emissions from Baltic shipping

Responsible partner is Finnish Meteorological Institute (FMI).

Partners involved in implementation: Klaipeda University,

Lithuania (KLU), Estonian Environmental Research Centre/Es-



tonia (EERC) The Norwegian Meteorological Institute (METNO),

Polish Register of Shipping (PRS), Maritime University of Szc-

zecin/Poland (MUS), Chalmers University/Sweden, Latvian

Maritime Academy, University of Eastern Finland.

Associated partners in implementation: City of St. Petersburg

(SPb), Port of Kotka (POK). Other ports to be confi rmed, HEL-

COM.

Work package no 4: Enhancing and piloting transferable innova-

tive cost-effective low-emission solutions for Baltic shipping

Responsible partner is Gdynian Naval Academy & University

of Rostock. Partners involved in implementation are Kymen-

laakso University of Applied sciences/Finland, Technical Re-

search Centre of Finland (VTT), Polish Register of Shipping,

Szczecin Maritime University/ Poland, GAUSS mbH - Envi-

ronmental Protection and Safety in Shipping/ Germany, Uni-

versity of Rostock, University of Södertörn/Sweden, Latvian

Maritime Academy and ports to be confi rmed.

Associated partners involved in implementation are: Finn-

lines, Viking Line, Scandlines, TT-Line, Engine manufactures/

Wärtsilä and City of St. Petersburg/Russia

Work package no 5: Strengthening joint transnational efforts and

reconciliation of various needs and interests to establish the Bal-

tic Sea as a low-emission area with competitive marine industry

Responsible partner is UBC Environmental Commission

Partners involved in implementation are University of Turku,

Centre of Maritime Studies (UTU)/ Finland, GAUSS mbH/Ger-

many, University of Södertörn/Sweden, Maritime Develop-

ment Centre of Europe (MDCE)/Denmark and Latvian Maritime

Academy

Associated partners involved in implementation are HELCOM,

City of St. Petersburg/Russia, Centre of Expertise Programme,

Maritime Cluster/ Finland and ports to be confi rmed.

Please visit http://www.maritimecenter.dk/konferencerogar-

rangementervedemuc/projekter/

for more information on the project.


Shipping has focus on the envi-

ronment and stricter rules con-

cerning emission of gases means

new demands for measuring

equipment.

The Danish Maritime Fund is supporting a project fi nancially

where Green Instruments A/S in co-operation with Danfoss IXA

are developing an emission sensor, which can be placed directly

on the funnels of the ships to measure both smoke and gas emis-

sions.

The development of the new sensors will consolidate Denmark’s

dominating position in shipping and secure a position on the

market for emission measuring.

The new project brings Danfoss IXA and Green Instruments on the

forefront of the increasing demand for measuring instruments for

shipping, and the fi nancial support of the Danish Maritime Fund

enables them to combining the unique sensor technology of Dan-

foss IXA with a platform from Green Instruments. The result is an

extremely robust product, which can measure CO2 emissions and

nitrogen oxides from ships.

The black smoke

For Green Instruments the news strengthens the basis of the en-

terprise.

-Green Instruments was founded a little more than ten years ago

as a sister company to Scandinavia Boiler Service because of a

recurring problem with the black smoke from the funnels – espe-

cially a problem in American waters, says Sales Manager David

May, Green Instruments.

Equipment to reduce the impact of smoke was available, but it

often caused problems. It was not robust enough and therefore

easily broke down, and Poul Sørensen, CEO and founder of Green

Instruments, therefore set to work on developing new systems.

The result was emission measuring instruments which,

among other places, have been installed in many cruise ships

with great success. Among them the two biggest of the world

- Oasis of the Seas and Allure of the Seas - which earlier this

year slipped under the Great Belt Bridge on their way from the

Finnish shipyard to Florida.

- For cruise ships it is especially important to reduce black

smoke - people prefer to obtain a dark complexion by sun-

bathing on the deck, David May states dryly.

Increasing interest

Every funnel has its smoke or gas source: The engine, boilers,

and the waste incinerator. With an emission measurer in the

funnels it is possible to document to authorities and clients

how much black smoke, gases etc. which is emitted because

of the incineration processes. The authorities can fi ne en-

terprises, and the easiest place to do something about the

problems is the emissions from the boilers. It is not just an

important issue to cruise ships. Also tankers are interested

in documentations. The oil companies’ organisation, OCIMF,

refer to measuring of SOx, NOx, and smoke from all funnels

and is thereby a pioneering organisation in the maritime busi-

ness.

-The interest in emission measuring is increasing, and OCIMF

has already in 2010 made demands for measuring of CO2,

and by 2016 all new ships have to reduce emission of ni-

trous gases (NOx) by 80 per cent. It creates a great demand

for equipment to measure emissions directly in the funnels,

David May says. The placing on the ships makes special de-

mands of the measuring equipment.

- It has to be simple, easy to maintain, payable, inexpensive to

operate and not especially space-consuming. Contrary to for

instance a power plant, there is less space on a ship, and, at

the same time, every engineer has to be able to operate the

equipment. He cannot call a specialist, if a problem arises,

David May says.

By Karen Sloth

Green Instruments and Danfoss behind new sensor

The measuring equipment on board has to be simple, easy to

maintain, payable, inexpensive to operate and not especially

space-consuming. The equipment from Green Instruments

meets the requirements.

Green Instruments and Danfoss behind new sensor 15Daily news on www.danishmaritimemagazine.dk


LNG is a transition phase. It is not the fi nal solution. Natural

gas will, however, be available for many years to come and it

is a quite clean fuel, says Per Gullestrup, CEO of the division

Ferries/Ro-Ro in Clipper Group, adding that LNG as a fuel re-

duces CO2 emissions by 25 per cent, whereas the emissions

of SOx and NOx are actually eliminated.

Per Gullestrup therefore thinks it is worth preparing new fer-

ries for LNG, and he thinks the same should be done, when

many of the small Danish ferries, over the next 10 years, have

to be replaced by new ones.

Clipper Group has ordered three new ferries for LNG. The fer-

ries will be double-ended ferries built so that the diesel en-

gines will generate electric power to the propellers. But the

electric power could come from either traditional fuel or from

LNG. The difference is that LNG demands two engine rooms,

because in case of a gas outbreak, it will be necessary to evac-

uate the engine room.

-We therefore make room for two engine rooms and an LNG

tank, Per Gullestrup says.

-Small ferries use relatively small amounts of diesel; for ex-

ample, we use fi ve tonnes of diesel per day sailing between

Spodsbjerg and Tårs. The ferries require 35 cubic metres of

LNG, making us able to sail back and forth for three days and

then fi ll up during the night, Per Gullestrup says.

He explains that by preparing the ferries for LNG from the

start, the cost is only 3-4 million Euros per ship, whereas it is

often expensive to retrofi t a ship.

Sulphur limit from 2015

From 2015, ships calling at North European ports have to use

fuel with only 0.1 per cent sulphur content. It makes fuel more

expensive, and shortages will probably arise.

LNG could be the solution, since the price on natural gas has

developed in such a way that natural gas is now almost 20 per

cent less expensive than oil.

However, the LNG infrastructure on shore is not in place in

Denmark.

-On the land side, we will buy a small-scale LNG plant, which

will satisfy the need for the three ferries. A distributor of gas,

for example Dong Energy, is the part to invest in the plant.

In return, we will sign a contract agreeing to buy a certain

amount of gas over the next 10 years, so the company is cer-

tain that the gas will be sold. At present, we are negotiating

with a number of companies on this matter, Per Gullestrup

explains.

-It would be possible to place a number of small-scale LNG

plants around the country. You do not have to spend millions

on a large-scale terminal, he says.

The LNG plant will have input from the domestic net of natural

gas, and lorries will deliver LNG to the ferries.

-We invest 3-4 million Euros in preparing the ferries for LNG,

and it pays in the long run. In 2015, the ferries will only be

3-4 years old and will then still be able to sail for many years.

It could be a fantastic pilot project. Over the next 10 years,

many of the Danish ferries will have to be replaced because of

age, and it could be the time to convert to LNG, Per Gullestrup

says.

By Tina Altenburg

Clipper Group prepares ferries for LNGThe Danish Clipper Group has ordered three new double-ended ferries,

which are being prepared for LNG. Although the LNG infrastructure is not

in place in Denmark, Clipper Group thinks it is important to think of how to

reduce CO2 emissions and the emissions of sulphur.


Focus on ballast water

Focus on ballast water

When ships load ballast water in South America and let it out

again in Europe, many sea animals get a new home. But they

are not particularly welcome in the new waters, since they can

threaten existing stocks of fi sh, shellfi sh, clams, oysters etc.

In Denmark, among others species, a goby and oysters from

the Pacifi c Ocean have made their entry, and even though

they are edible and also taste well, they are still considered

as invasive species, which we would have preferred stayed

at home.

That is the reason why there is so much focus on ships’ ballast

water, and a convention on initiatives to deal with the prob-

lem is in the pipeline.

That is the statement of Frank Stuer-Lauridsen – owner of the

environmental consultancy business LITEHAUZ ApS. He has

just returned from International Conference & Exhibition on

Ballast Water Management 2010 (ICBWM2010) in Singapore.

- The convention has not come into force yet, but it is only a

question of time. At present, 27 countries have agreed to the

convention corresponding to 25-32 per cent of the tonnage,

and the rules become a reality when 30 countries with at least

35 per cent of tonnage back the convention, he says.

Treatment facilities on board

It is expected to happen in 2012, and from 2014 and 2016 it

becomes a legal requirement to install treatment facilities for

ballast water on board to clean the water when it is loaded

and discharged.

-It is something we go into great detail with when the coun-

tries and the International Maritime Organization (IMO) have

to assess whether the facilities meet the requirements, Frank

Stuer-Lauridsen says.

There are only about ten types of treatment facility on the mar-

ket. But it is estimated that almost 50,000 ships are to invest

in one of them.

- Ships are different, so it is important to make the right choice

the fi rst time concerning need, energy consumption, and size,

since the facilities are expensive. A lifelong marriage has to

be expected, he says.

However, a dispensation from the requirement can be granted

after a risk assessment. For instance, a dispensation can be

granted to ferries in regular service, supply and guard ships

at wind farms or oil and gas installations offshore, i.e. ships

which only sail in a particular area.

A dispensation can make it diffi cult to move the vessel to new

jobs or sell it, but the tanks can be cleaned.

International rules

One of the purposes of ICBWM2010 is also to create clarity on

the international rules, since regional rules are already being

developed among impatient countries.

For instance, Australia and New Zealand have already moved

on and have made strict rules on hull fouling. The Western

Australian waters are especially in focus, and here ships with

hull fouling have to land or dock in for example Singapore fi rst

and have the hull cleaned either with divers or in the dock.

- It is expensive. Very expensive, but we probably have to ex-

pect that the rules in certain countries regarding hull fouling

and the international ballast water rules have come to stay,

he says.

LITEHAUZ specialises in assessing emissions to air and water

from ships. LITEHAUZ offers consultancy service to ship own-

ers on substances harmful to environment and health and of-

fers a programme on Internet-based environmental manage-

ment designed according to the individual’s needs.

By Karen Sloth

- We probably have to expect that the rules in certain countries for hull fouling and the international

ballast water rules have come to stay, Frank Stuer-Lauridsen says.

Singapore is among the world’s greatest ports and is a natural base for ICBWM2010. This is what the

ballast tanks look like from the inside - h ere from a test facility for tanks.

LITEHAUZ is ready with environ-

mental assistance for shipping

when treatment of ballast water

soon becomes a legal requirement.


Green & Clean Ballast Water Treatment Systems

The Blue Planet

More than 70 % of the globe is covered by water. Water is a

condition of life and all areas of the oceans have their own

unique ecosystems that have developed in different direc-

tions since the dawn of time.

Since we began using ships to transport goods, ballast has

been a necessity. In the beginning stones were used as bal-

last, but since the introduction of steel ships and the possi-

bility of integrating tanks, seawater has been used as ballast

medium.

Concurrently with the increasing world trade between the

individual countries and continents millions of cubic metres

of water have been “moved”. These large quantities of water

containing micro-organisms have been mixed in the different

habitats, which has had hazardous consequences for the lo-

cal maritime ecosystems.

The IMO convention for control and management of ships’

ballast water stipulates that vessels must remove all living

organisms from the ballast water before emptying the water

into the ocean.

This necessitates the use of a ballast water treatment system

that purifi es the ballast water when the ballast water tanks

are fi lled and again when they are emptied.

Bragging Danes

In Denmark we often brag about our strong position in devel-

opment of ‘green & clean technologies’, and now we have

yet another possibility to do so - in the fi eld of ballast water

treatment - a new Danish company has been born with three

parents.

Desmi Ocean Guard Ltd. is utilizing the vessel operation ex-

pertise from A. P. Moller-Maersk, the water treatment exper-

tise from UltraAqua and the pumping expertise from Desmi,

giving the company a unique platform for being able to de-

velop a reliable, cost effective and 100 % effi cient Ballast

Water Treatment System having all potential implications into

consideration already from the very start of developing the

system.

The system is a hybridisation of several methods involving

mechanical fi ltering, ozone and UV-light. No chemicals are

involved and even residuals of ozone are incinerated by UV-

beams and resulting there are no threats to environment or

infrastructure of the vessels using the system.

One of the features of Ocean Guard system, is the compara-

tively low energy consumption (10 kW / 100 m3 treated wa-

ter) and the low maintenance costs. The life time of wear parts

is typically >12,000 hours. Desmi Ocean Guard offers two sys-

tem setups;

- low pressure system with a capacity up to 3600 m3/h

- pressurized system with capacity up to 5400 m3/h

The pressurized system is primarily aimed at retrofi tting

where space is a limiting factor, whereas the low pressure

(gravity) system is expected to be used in new-buildings.

Both systems are equipped with full electronically monitor-

ing and management systems allowing the personnel on the

bridge to follow and control the treatment via touch- screen

and mimic pictures providing complete overview of the sys-

tem incl. each component in the system. Logging of events,

alarms etc. is also included.

It is estimated that approx. 50,000 ships will have to install

ballast water treatment systems and that each ship will have

two systems installed, one for each ballast pump. It is antici-

pated that the so-called retro-fi t installation on board exist-

ing ships will be made in the period 2012 – 2019. After that

ballast water treatment systems will primarily be installed in

new-buildings.


There are several methods to be used for treatment and disinfection of ballast water, but not all of them are recommendable from an environmental view-point.



DESMI A/S already produces ballast pumps, cooling water

pumps and other pump solutions for the marine industry and

is especially known for delivering very energy-effi cient pump

systems. Further-more, DESMI has a wide knowledge of gen-

eral energy optimisation of cooling water systems, which can

save the ship-owners more than 50% of the energy costs.

The Ocean Guard system was introduced at the SMM marine

exhibition in Hamburg and expects to deliver the fi rst systems

in 2011. “There is a huge potential and having an approved

and unique system we can only have a positive view of the

future,” says Henrik Mørkholt, Sales Director at DESMI A/S.

International certifi cate

A ballast water treatment system must meet the demand of

IMO, but already a number of countries (e.g. USA, Australia,

New Zealand) has developed their own stricter rules.

Ocean Guard is well under way with the testing of a 400 m3/h

system, which is to go through some very demanding tests at

the recently fi nished DHI test facilities for ballast water treat-

ment systems. The facilities are situated in the harbour of

Hundested, Denmark, and are state-of-the-art when it comes

to testing these systems.

The land-based test is conducted in accordance with the

guidelines published by the International Maritime Organi-

zation (IMO) and may include additional analyses to comply

with the protocol of the US Environmental Protection Agency.

DHI’s land-based test facilities have access to ambient sourc-

es of natural freshwater, brackish water and high saline wa-

ter, and testing can be conducted in either temperate or tropi-

cal climate in all seasons. The test facilities and the standard

operational procedures are certifi ed and accredited by Lloyd’s

Register. Performance of land based and shipboard tests will

also be certifi ed and accredited by Lloyd’s Register.

DHI Ballast Water Centre with facilities in Denmark and Singa-

pore is offering fl exible solutions for developers of ballast wa-

ter management systems with a 'one stop shopping concept'

which implies that technology developers can obtain a broad

range of technical services by using DHI as the sole service

provider.

DHI has:

- A land-based test facility at Hundested, Denmark, using nat-

ural freshwater, brackish and high saline seawater

- A fl exible system (up to 500 m3/h) for pumping water in

ballasting and deballasting operations during pilot and full

scale tests

- Challenge water amended with POC, DOC, TSS and organ-

isms made in a supply tank in any volume up to 550 m3 to

fulfi l the IMO G8 requirements

By Jesper Heldbo

The A.P. Moller - Maersk Group is a worldwide organ-

isation with about 120,000 employees and offi ces in

around 130 countries – with global headquarters in

Copenhagen, Denmark. In addition to owning one of

the world’s largest shipping companies, we are also

involved in a wide range of activities within the en-

ergy, shipbuilding, retail and manufacturing indus-

tries.

UltraAqua is founded by Jens Skjølstrup and Ole

Grønborg, and is today a leading company within so-

phisticated water treatment. Treatment and hygieni-

sation of water in aquaculture facilities, in Zoo’s with

large basins constantly contaminated with organic

material and in public swimming pools are corner-

stones in UltraAqua’s competences. New technology

allows water to be treated effectively abandoning

the familiar hazardous chlorine concentration just

above the water line in swimming pools.

The DESMI group is one of the oldest companies

in Denmark. The mission of DESMI is to develop,

manufacture, sell, and service pumps and pump-

ing systems, environmental equipment, and special

products related to these areas. DESMI A/S operates

globally in sale and sourcing of components. Sales

are affected directly and through wholly or partly

owned companies, agents, and distributors.


6th roundtable of the European Network of Maritime Clusters (ENMC)

The Dutch maritime cluster, chaired by Niko Wijnolst, hosted

the event this year. The Danish Maritime Cluster was rep-

resented by the Maritime Development Center of Europe /

Co-ordinator Katrine Bjerregaard.

The objectives of the European Network of Maritime Clusters

are simple: to promote and reinforce the European Maritime

Cluster and its maritime sectors. This has been done by set-

ting up a network, quite informal to begin with, which will

create a link, to be reinforced year after year, between na-

tional cluster organisations.

The purpose of this Network is to put the entire European

maritime cluster on the map. The size and the interrelation

of the maritime sectors should be clearly expressed, and

the Network provides a platform from which joint activities

can be developed. However, the Network should not replace

the maritime trade organisations, which have existing rep-

resentation and “traditional” lobbying structures well in

place and are most useful to their members. The Network

can become the channel through which trade organisations

can be jointly active - at least indirectly - in support of their

6th roundtable of the European Network of Maritime Clusters (ENMC)The sixth roundtable of the European Network of Maritime Clusters (the

Network) was held this November in De Wittenburg, Wassenaar. The Net-

work gathers once a year to discuss the current development and activi-

ties of the European Maritime Clusters.


6th roundtable of the European Network of Maritime Clusters (ENMC)

own lobbying activities. Apart from this function, the Network

could provide the cluster knowledge basis, which can sup-

port trade demands.

Although the maritime clusters are constructed differently

and work differently from country to country, there are many

common denominators, and many of the same issues to work

on. A core part of the programme is therefore the clusters’

presentations of the past year’s activities, challenges, and

successes. All presentations are publicly available on the

website http://www.european-network-of-maritime-clus-

ters.eu.

New clusters emerge

Four newly established cluster organisations attended this

year’s roundtable: UK, Belgium, Greece, and Portugal. The

rise of new clusters raise the question of how this network

can be used most effectively in future, both on a national lev-

el, but also as a common European entity. Among the issues

discussed was how ENMC can contribute to the EU maritime/

transport policy and/or research and innovation.

Energy and green ship technology

At this year’s roundtable, some of the re-occurring subjects

were energy and alternative fuels, in particular LNG, which

both Denmark, Norway, Finland, and the Netherlands have

initiated large-scale projects about. In this connection, the

future of Green Ship technologies was discussed. The de-

crease of European-built ships concerned some clusters.

They particularly questioned where the ‘green ships’ will be

built in future. Other clusters raised the question of how to

increase political focus and awareness of the subject.

The programme fi nished with a guided tour of the port of Rot-

terdam to see recent developments and a lunch at the Yacht

Club De Maas.

More information about the ENMC on:

www.european-network-of-maritime-clusters.eu

If you want to be a member of the Maritime Development Cen-

ter of Europe, which represents The Danish Maritime Cluster,

please apply at our website: http://www.maritimecenter.dk/

medlemsskab/

Royal Arctic Logistics A/S www.ralog.dkP.O. Box 1629 3900 Nuuk Tel. +299 34 92 90P.O. Box 8432 9220 Aalborg Ø Tel. +45 99 30 32 34

– solutions on the move The company name is new but the experience and expertise remains. Royal Arctic Logistics offer a solution if you need services within forwarding, transportation or port operations. For instance: · Air freight · Sea freight · Port agent · Stevedoring · Container handling

· Warehousing

Royal Arctic Logistics

is a merger between

Royal Arctic Liner Agency

and Arctic Container Operation


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A/S Løgstrup - Steel, Egeskovvej 16-18, DK-3490 Kvistgård, Denmark.

Tel: +45 49 12 75 00 Fax: +45 49 12 75 01 Email: [email protected] w w w . l o g s t r u p . c o m

Logstrup specialise in the design & supply of modular switchboards and motor control centres to the panelbuilding industry & marine sector.

The Omega Switchgear & Controlgear System offers the following benefits:

• Fixed, removable, withdrawable & inline options• Re-configuration of units while panel is live • Busbar rating (In) 8500A, Peak (Ipk) 300kA, Short Time (Icw) 130kA/1 sec• Tested according to IEC 61439• Internal Arc Protection according to IEC61641 • Accepts components from many manufacturers

• Front and rear access • Easy to extend and upgrade • Busbar and cable entry top or bottom • High density MCC • Ships Classifications including Lloyds register • Delivered as flat pack or mechanically assembled

Danish suppliers are proud of their international renown

which springs from Denmark’s history as a leading maritime

nation along with its experience derived from the challeng-

es at the North Sea. Now the Danes want to win the heart of

the oil & gas industry in Singapore.

Denmark is a nation of seafarers. The Danish oil retrieval entre-

preneurs and subcontractors have drawn on the know-how of

the maritime industry which is rich in traditions, and the oil &

gas industry has grown especially strong and competitive in the

knowledge based areas.

The reputation of Denmark as a leading maritime nation has

evolved over many centuries. Today, the country is amongst

the fi ve biggest shipping nations, especially owing to the A.P.

Moller-Maersk Group – the largest container ship and supply

vessel operator in the world - comprising the subsidiary com-

pany Maersk Oil & Gas.

The Danish Export Association has recently founded the Dan-

ish Offshore Energy Group for the purpose of creating a strong

network within the oil & gas energy sector, and the network has

joined forces with The Danish Trade Council to strengthen its im-

pact on the main sectors of the offshore oil & gas industry.

Owing to the Danish Offshore Energy Group, Denmark will - for

the fi rst time ever - be represented by a joint booth at the OSEA

2010 expo in Singapore (30. November - 3. December), and the

Danish ambassador will be a guest of honour and make the of-

fi cial opening of the Danish National Pavilion.

Optimizing production to retrieve last oil

The last oil is a long way off, but the limited resources means

that it is necessary to develop new technology if we are to

squeeze the oil and gas from the reservoirs.

Denmark initiated the supply of natural gas from the Danish

North Sea more than 25 years ago, and Danish companies have

developed sophisticated techniques with water injection to get

a greater share of oil from underground in the North Sea, where

the availability of oil and gas are scarce.

Upcoming Danish technology is working on introducing CO2

injections as well, which will make it possible to get the last per-

cent of the exploited oil fi elds. Furthermore, new diffi cult dis-

tricts such as the arctic areas will be explored, and prospecting

for oil will take place in deep waters to a greater extent in the

future.

Climate and security on the agenda

The international oil industry is entering a new era: the period

after the oil spill incident in the Mexican Gulf. Today, the biggest

Danish oil & gas suppliers courts Singapore

Danish oil & gas suppliers courts Singapore22 Daily news on www.danishmaritimemagazine.dk

challenge of the oil & gas industry is the environmental and safe-

ty concerns - the industry is suffering from a damaged reputation

in the public, and global heating, pollution and CO2 emissions

are more than ever on the agenda.

A “no discharge policy” was introduced on the North Sea more

than 10 years ago and the Danish offshore industry has devel-

oped a lot of know-how in this fi eld. Furthermore, because Dan-

ish subcontractors have been active for a long time in the North

Sea where standards and restrictions are amongst the strictest

in the world, they have an advantage when applying for permits

on the world market.

Because of the recent incidents, the oil industry will be met with

stricter legal requirement and rules in the future – especially

with regard to exploitation in deep waters. This means higher

costs. Every single one of the components must meet the quality

demands throughout the life span of the product. A chain is only

as strong as the weakest link – this is one of the lessons learned

from the oil spill in the Mexican Gulf. This interaction between

components in a safe and environmentally sound manner is ex-

actly what many Danish sub-suppliers are specialized in, and

this message is what they hope to communicate in Singapore.

To know more about the Danish companies or the Danish Off-

shore Energy Group please contact Jørn Hansen on jorn.han-

[email protected] or 8720 4566.

Danish companies to be represented at OSEA:

CC Jensen A/S - Filter Division

DEIF A/S

DESMI A/S

Elektromarine A/S

IHM P/S

Inexa TNF Aps

Logimatic

Offshore & Marine Contacts

TRESU Marine & Offshore

Walter Schnorrer ApS Welding Equipment

Danish oil & gas suppliers courts Singapore

Management and TechnologyThe Danish Engineer’s Association’s business conference,

Ajour 2011, focuses on Management and Technology and on

how engineers contribute to optimizing energy consumption

and operations cost, green technology and efficiency.

Expand you professional network, attend a variety of interesting talks and

experience the latest technology at a conference with up to 100 exhibitors.

As an exhibitor you get access to a unique and professional summit meeting where you have the

possibility of introducing new products and services to the right target group of technical managers and

competent decision-makers.

Become a part of the success and book your stand now with Lisbeth Groth Haastrup,

Danish Engineer’s Association, on +45 2267 6131 or [email protected]

Read more at www.ajour2011.dk

Ajour2011 Ajour 2011Odense Congress Center

Thursday 24th November

Friday 25th November

Maskinmestrenes erhvervskonference


LITEHAUZ ApS The future of industry is water-cooled

The future of industry is water-cooledThe manufacturer of the original modular switchgear and control gear systems supplied in loose parts, A/S Logstrup-Steel, has

been providing innovative products for more than 50 years. Their second generation draw-out system, Omega, has taken the world

by storm with its advanced functionality and environmental advantages.


Due to its superior strength, fl exible bus bar system and

high quality, the Logstrup modular system has been a strong

player in the marine market for over three decades. Its com-

bination of fi xed, removable and withdrawable units all in the

same modular system makes this product unique for all ma-

rine applications. This is refl ected in the company’s customer

base, which covers the complete range of vessels from the

strongest dredger to the most high-tech luxury yacht.

The latest Logstrup switchgear and control gear system is

the Logstrup Modular System “Omega”, a unique, innovative

draw-out solution, which enables reconfi gurations and repair,

while the panel is live, meaning downtime is minimized and

safety maximized. With this system you do not have to dedi-

cate any spare and space for any specifi c type of future unit.

“You can build in any type of unit in a spare and space loca-

tion while the panel is live”. Covering the whole spectrum of

low voltage applications, from the main switchboard down to

the smallest distribution board and process panel, Omega

has been given the seal of approval from Det Norske Veritas,

Germanischer Lloyd, Lloyd’s Register, Bureau Veritas, and The

Russian Maritime Register of Shipping.

Michael Vejlgaard, International Sales Director at Logstrup,

believes that this constant innovation keeps the company

ahead of its competitors and explains:

-We continually develop new solutions providing safety, ef-

fi ciency, and environmental advantages, and the market is

ready for them. Our latest Omega system has been available

for almost six years and, during that time, its sales has ex-

ploded, from 10 per cent of our turnover at initial launch to

over 50 per cent now.

As well as providing safety benefi ts, the system’s pioneering

rear and front access function means that 40 per cent less

copper on the main bus bar is used. This means less cost and

less environmental impact in its production, too. So, it really

is the ‘green’ option for panel builders worldwide. Its appli-

cation extends beyond the marine industry, and Logstrup

products are in use in many industries, including automotive,

food, pharmaceutical, and power. In fact, Mr. Vejlgaard cites

their work on power plants as one of the company’s biggest

achievements so far – in particular, the recent nuclear power

plant project in Eastern Europe.

Despite a 20 year lull in popularity, nuclear power is reviving

as countries around the world struggle to meet the power re-

quirements of their ever expanding populations and indus-

tries. Logstrup sees this as one of the largest markets for their

systems in the coming years, particularly with China and Rus-

sia alone expected to build 400 new power plants in the next

fi ve years and many other countries now upgrading their ex-

isting plants. Logstrup is also looking at greener energy proj-

ects, including wave and solar energies, and has recently pro-

vided six specially designed panels for a wind turbine project,

which will see the most advanced turbine yet hit the market in

January 2011.

The power of water cooling

More innovative environmental advantages come from spe-

cially designed Logstrup enclosures for Liquid cooled AC drive

technology, which cools almost 100 per cent of heat emis-

sions inside the unit. This eliminates the need for additional

air conditioning. It also takes up less space and uses less

power than traditional air cooling units and with global power

consumption expected to double over the next 40 years while

needing to cut CO2 emissions, this is a timely innovation. Mr

Vejlgaard continues:

-The marine industry is beginning to change, particularly in

Germany, Netherlands, Finland, and Norway, and we are see-

ing many organisations replacing their big main engines with

smaller ones, which are easier to maintain, more inexpensive

to run, and more friendly to the environment.

It is estimated that energy consumption will increase by 50

per cent between the years 2005–2030. The consumption

of electricity is estimated to double at the same time. There-

fore, all technologies capable of reducing the consumption of

electricity are needed. AC drives is one of the technologies

bringing energy-saving benefi ts and helping prevent climate

change.

New horizons

Expansion and new developments are on the horizon for

Logstrup as they look ahead to the remainder of 2010 and

beyond. New production facility buildings will be completed

at the Danish headquarters and then another Salvagnini pro-

duction line will be installed to increase their production ca-

pacity according to market requirements.

-Rather than tightening our belts during recession, we in-

creased our sales force to grow our customer base and we saw

export growth in the last fi nancial year.

The R&D team is currently working to produce more water-

cooled drive enclosures and new types of draw-out units for

all kinds of heavy industry to bring environmental benefi ts

and cost effi ciencies to new markets. The aim is to expand be-

yond their traditional customer geography of Europe and the

Middle East, which currently brings the company its highest

turnover, into markets they have not dealt with before, such

as Malaysia, India, Africa, and the USA.

Mr. Vejlgaard concludes:

-With our R&D team constantly striving to produce new and

innovative products, we are looking forward to another suc-

cessful year with continued growth and expansion, which will

help improve the environmental performance of industries

around the world.

The future of industry is water-cooled 25Daily news on www.danishmaritimemagazine.dk


The Yearly Maritime Conference MSSM 2011 will take place in

Nyborg at 29, 30, and 31 August 2011. The agenda is Maritime

Safety, Health and Environment. The organizers are Maritime

Development Center of Europe (MDCE), Seahealth Denmark,

and The Danish Maritime Authority. The Environment area in

the conference is MDCE’s responsibility, so if you have any

interest in presenting a paper or an interesting case, please

contact Ditte Kragh: [email protected] or 33327933.

Why attend the maritime conference MSSM 2011

MSSM is an annual conference where the maritime industry

meets to discuss safety, health, and environment. The Blue

Denmark may experience short lectures, workshops and pre-

sentations and the conference is always a good opportunity

to meet colleagues across organizations and to expand one’s

network in the industry. You can fi nd plenty of inspiration,

also at the conference trade

exhibition. Here, the Blue

Denmark shows some of

the latest results or work in

progress to ensure that the

industry can maintain its

high safety and good work-

ing environment in the fu-

ture. At MSSM a number of

suppliers and manufactur-

ers present equipment and

products for the maritime

industry. There will be time

for a good chat and for ex-

change of information about

equipment and products.

For more information about

the conference look at www.

mssm.dk

“Environment in the Danish

Maritime Cluster”

In addition to networking

during MSSM2011, the

knowledge network “En-

vironment in the Danish

Maritime Cluster” will meet

four times in 2011 at differ-

ent locations in Denmark:

Elsinore, Copenhagen, Es-

bjerg, and Aalborg. This year, the network focuses on “Envi-

ronmental requirements and environmental work – is it value

for money?” For more information about the network look at

http://www.maritimecenter.dk/netvaerk/miljoenetvaerk/

Chairman of the network is CEO Frank Stuer-Lauridsen from

LITEHAUZ. LITEHAUZ is a member of MDCE.

Facts about LITEHAUZ

LITEHAUZ is an independent provider of marine environmen-

tal services. If you are operating in the shipping sector as ship

owner, fl eet manager, port or yard operator or supply equip-

ment for the maritime industry they can assist you with your

obligations to authorities, your environmental policy and

commitment to customer needs.

See more on: http://www.litehauz.dk/content/us.

MDCE Network – Knowledge creates prosperity – Environment Networking in 2011

Do you want to network with regard to Environmental

issues in the Danish Maritime Cluster?

In that case you have several possibilities to do so in

2011.


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Danish Maritime Magazine 2-10

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Transcript of Danish Maritime Magazine 2-10