danish maritime magazine 01-2011

MARITIMEMAGAZINE

DANISH

Real researchers knock rust

Theme

Piracy

1 - 2011

ERHVERVSMAGASINERNE

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]

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Printing: PE offset A/SLayout: Michael Storm, Designunivers Next issue: 14th of April 2011

Copyright

MARITIMEMAGAZINE

DANISH

1-2011Theme - Piracy

6 Efforts against piracy

8 Piracy needs to be fought locally

10 Control in land is important

12 Stricter sanctions against pirates are wanted

14 Countermeasures against Piracy

13 EMUC & Green Ship of the Future (GSF) = “Promoting

opportunities” in the EU project “BSRInnoship”

15 Advisory Board

16 Clorius Controls is keeping an eye on India

18 From shipyard industry to advanced technology

20 Frederikshavn leads the way to the future

of the maritime industry

21 New safety rules increase the costs of shipping companies

24 Real researchers knock rust

26 Danbor Service is strengthening globalisation

28 New Danish early warning alarm system to

save lives on board ships and oil rigs

30 HACT provides fi ve years of knowedge in just one week

32 Maersk Broker Agency in new markets

34 Reduction of sulphur emissions

- meeting new requirements

Daily news and free E-mag on:

WWW.DANISHMARITIMEMAGAZINE.DK

MARITIMEMAGAZINE

DANISH


Theme

Piracy

1 - 2011

ERHVERVSMAGASINERNE

Photo: Clipper - Layout: Nini W

ittendorff

The escalation in

January 2011 of

piracy attacks in

the whole North-

ern Indian Ocean

has given rise to

discussion. In

particular two things should be

prioritized: Tackling mother-ship

and the possibility of using armed

guards.

The DSA calls for increased international capacity to deter

piracy, in particular naval vessels in the area as we consider

the protection of international shipping is a governmental

responsibility. The UN Security Council must understand that

it is a threat to the region’s economic development for inter-

national trade. If the situation does not change it might have

consequences for the economy and trade, and thus for the

development in the region.

Furthermore, the existing mandates under the UN resolutions

should be exploited much more including the military to fo-

cus on increased efforts against mother-ships. The pirates’

extended use of mother-ships has contributed to the recent

escalation in the Indian Ocean and Arabian Sea because ma-

jor hijacked commercial ships are now increasingly used as

mother-ships. However, it must be a military analysis that de-

termines how such an active effort is made.

The ability to get armed guards on board those ship types

where it is necessary in the current situation is needed. It is

preferred that the guards should be soldiers under military

command. Alternatively, private security guards should be of

high quality and preferably certifi ed in accordance with inter-

national rules.

In the long term, effective prosecution and imprisonment in

the region is needed, and also establishment of a coast guard.

These vessels should be allowed to make pinprick operations

on shore against the piracy bases. Eventually, vessels and

responsibilities should be transferred to national au-

thorities. Hence it is also an exit strategy.

Internationally, the International

Chamber of Shipping (ICS)

Efforts against piracy

Efforts against piracy6 Daily news on www.danishmaritimemagazine.dk

should set the political agenda together with other interna-

tional shipowners organizations and ensure compliance with

the internationally developed Best Management Practice to

deter pirate attacks.

Executive Vice President

Jan Fritz Hansen

Danish Shipowners’ Association

Efforts against piracy 7Daily news on www.danishmaritimemagazine.dk

Piracy needs to be fought locally

It is of no use to settle for

symptom-based treatment, says

Per Gullestrup from the shipping

company Clipper Group, which has

their own experiences with Somali

pirates. Piracy needs to be fought

by establishing both a judicial sys-

tem and a coast guard in Somalia.

In 2008, Clipper Group’s cargo ship CEC Future was hijacked,

and both ship and crew were held hostage for 71 days before

they were released.

Per Gullestrup, CEO and partner in the Clipper Group, was per-

sonally involved in the negotiations with the pirates, which

resulted in the shipping company paying a ransom of nine

million DKK. Subsequently, one of the pirates was sentenced

to 25 years of imprisonment in the USA for participating in the

hijacking. Therefore, Per Gullestrup knows what he is talking

about when it comes to piracy.

-Over the past six months, the problem has exploded. A tran-

sit corridor has been created for sailing through the Bay of

Aden, and if the ships keep within the corridor, they are rea-

sonably safe. But the pirates have begun to hijack fi shing ves-

sels, which they use as mother ships to have a larger operat-

ing area, Per Gullestrup explains and adds that, today, pirates

are operating in the whole of the Indian Ocean.

-It is necessary to see to political awareness in the area. Oth-

erwise, the problem drops off the radar screen so to speak.

We chose to make considerable use of the media in the pro-

cess with CEC Future, and since that time, we have been work-

ing closely together with the Danish Shipowners’ Association

in order to be visible in the debate, Per Gullestrup says.

Consequences to East Africa

After the hijacking of CEC Future, the Clipper Group has made

the decision to no longer be in the East Africa trade, simply

because it is too risky. In the same way, Per Gullestrup is of

the opinion that piracy has a number of commercial conse-

quences for the countries in East Africa.

-Several shipping companies refuse to sail to Kenya and Tan-

zania, and, as a consequence, these countries will suffer com-

mercial consequences, which, in turn, puts a pressure on the

international community. China has very signifi cant interests

in Africa, because they buy raw materials in Africa. We may

well have the situation where China protects its ships when

they need to sail to and from Kenya and Tanzania. In that case,

it will give China a competitive edge, Per Gullestrup says, who

also thinks that there is every reason to fi ght piracy.

locally

Piracy needs to be fought

8 Daily news on www.danishmaritimemagazine.dk

Capacity-building in Somalia

Per Gullestrup points out that it is not enough to treat the

symptoms to fi ght piracy.

-It is necessary to work on a long-term solution while treating

the symptoms. It is crucial to strengthen capacity in Somalia.

We need to assist Somalia in building prisons and establish-

ing a judicial system so that when warships catch pirates,

they can hand them over to the local authorities at once. In-

stead, pirates are prosecuted internationally, for the moment.

But we believe that it will have a more deterrent effect on pi-

rates, if they know that they will not go to prison in Denmark,

but in Somalia, he says.

As another important issue he points to the need for estab-

lishing a coastguard in Somalia.

-A coastguard will prevent pirates from sailing to the so-called

safe havens. Pirates anchor their ships off the coast and sup-

ply them with provisions. They will not be able to do that if a

local coastguard exists, and it would be a relatively inexpen-

sive way to fi ght pirates, but, naturally, it is a huge challenge

to establish a coastguard, Per Gullestrup says.

Nevertheless, Per Gullestrup is of the opinion that a coast-

guard is what is needed to fi ght piracy, and there is no doubt

that piracy needs to be fought, since it results in heavy ex-

penses for the shipping companies and traumatises the sail-

ors involved.

-Our stand on the matter is not strong enough. The matter is

too distant. If it was a plane in Copenhagen Airport, which

was hijacked, focus would be much stronger. But, actually,

around 700 sailors are being held hostage down there, at the

moment. Both the sailors and their relatives are traumatised

because of it, and still we are doing nothing, Per Gullestrup

says.

By Tina Altenburg

Piracy needs to be fought locally 9Daily news on www.danishmaritimemagazine.dk

Control in land is important

History shows that pirates have been a problem many

places all over the world, and as countless as the pirates

have been, just as countless have the methods to fi ght them

been.

Still, it is possible to point to two different methods, says

Thomas Heebøll-Holm, PhD student at University of Copen-

hagen. He has an MA in history and does research in piracy

with special focus on the Middle Ages.

- Even if many things have been tried through history, you

can point to two classic methods. One is to pay protection

money. The other is to occupy the pirates’ bases ashore. An

example is the North African Barbary pirates in the 17th cen-

tury. The merchant ships paid them protection money, but

it did not last long, because the sums kept getting bigger

and bigger. The piracy did not stop before the beginning of

the 19th century where invasions were carried out ashore,

Thomas Heebøll-Holm explains.

- Naturally, there are different variants. In the 14th century,

France experienced problems with Italian pirates, especially

from Genoa. A special tax was introduced, which people from

Genoa had to pay when they arrived in France. So instead of

France having to demand damages from Genoa because of

the piracy, they could take the money from the extra taxes.

The intention was of course to put pressure on the Italians

to make them stop the pirates, but it did not seem to work,

Thomas Heebøll-Holm says.

Control in land is importantPiracy is not a new phenomenon. It has been known for centuries, and

history shows how to solve a problem like piracy in the Bay of Aden. It is

necessary to go ashore to control the pirates’ network.


Control in land is important

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- In Western history up through the Middle Ages and at least

till the 17th century, it has been normal that, if you were at-

tacked by pirates, you had the right to claim damages your-

self, meaning that if anyone was attacked by French pirates,

they could take the amount, which the pirates had stolen,

from Frenchmen at sea. It was a way for the individual to

claim damages for himself, but it certainly did not make the

sea a safer place, and the consequence was a wave of re-

prisals instead of suppressing the matter. The method was

especially used in weak nations, he adds.

Thomas Heebøll-Holm cannot point to one example from

history where it has been possible to fi ght piracy solely with

naval forces on the sea.

Controlling the network

In cases where piracy has been fought, it has always been

by gaining control with the pirates’ bases ashore.

- The problem with the Barbary pirates did not cease before

the beginning of the 19th century, where invasions were

carried out ashore. For example, France invaded Algeria in

1830, which was also the onset of the French colonisation

of Africa, Thomas Heebøll-Holm says.

He reasons that pirates are dependent on their network

ashore to be able to function. Back in time, it has only been

a profi table business to be a pirate when the pirates have

been able to sell their goods ashore, and also today, the

fi nancial means obtained by the pirates need to be brought

into a fi nancial circulation. Therefore, it is necessary to go

ashore to control their network, also today when it comes to

the pirates from Somalia.

- Follow the money must be an effective strategy. It is neces-

sary to gain control of their network, Thomas Heebøll-Holm

says.

- Control in land is the key and to gain control with the plac-

es where they sell their means. At the same time, it is neces-

sary to control the coast so the pirates cannot put to sea,

he adds.

By Tina Altenburg

11Daily news on www.danishmaritimemagazine.dk

The shipping company J. Laurit-

zen constantly needs to decide

how their ships can steer safely

through the dangerous waters.

With in excess of 100 annual passages through the pirate-

fi lled waters in the Indian Ocean between India and the African

east coast, the shipping company Rederiet J. Lauritzen A/S is

among those shipping companies which constantly need to

decide how to get crew, ships, and cargo safely through the

area in the best possible way.

Every time, it is an assessment based on the speed, size, and

freeboard of the ship and the current conditions. A convoy is

one of the solutions, and if the convoy is Russian, it is usually

a requirement to have Russian soldiers on board.

- It is just one example, in other cases we sail according to

“Best Management Praxis (BMP)”. That can also mean that

the ship is equipped with barbed wire on the sides of the

ship, making the ship diffi cult to access, says Torben Janholt,

CEO of J. Lauritzen.

A stricter approach is wanted

Private guards on board the ships is another possibility,

which is being discussed seriously – also in the Danish ship-

ping company J. Lauritzen.

- We prefer avoiding it. Our fear is that private guards can

contribute to an escalation of the problems, but, on the other

hand, it can become necessary if we are going to continue to

be able to protect the crews, he says.

He prefers other measures, and a solution model could be a

more aggressive behaviour towards the pirates on the part of

the navy vessels stationed in the area by various countries.

- For instance, our opinion is that it was quite alright when a

South Korean navy vessel stormed a hijacked South Korean

navy vessel recently and liberated the 21 hostages on board,

he says.

All hostages survived. Five pirates were captured, and eight

were killed.

- It was about time, and we need more of the sort together

with other measures, he points out.

J. Lauritzen itself has still not experienced to have ships hi-

jacked or experienced attempts to hijack a ship, but their

ships have been shot at.

Insecurity on board

- The hijackings and the shooting naturally put our crew mem-

bers in a terrible situation. It creates insecurity on board and

also at home in the families. We also experience that some of

the seamen quit their job, simply because they or their family

cannot handle the insecurity and the pressure, Torben Janholt

says. However, he also recognizes that it will probably be dif-

fi cult to stop piracy, since it, fi rst and foremost, will require

Somalia to change and become quite another country, and

there is very little likelihood of that happening. Poverty and

disturbances are common in the East African country, and

you should not expect other states to step in with military to

change the state of things.

- But until then, you should be able to demand less consider-

ation to pirates than to the crews of the ships, he says.

Other dangerous waters

Piracy is not a new invention in poor countries, and many other

destinations have a reputation for being dangerous waters to

navigate in, among other places, the Strait of Malacca and the

coast off Nigeria. But for the moment, the piracy off Somalia is

the worst, and it has escalated, because the pirates no longer

keep close to land, but move further and further out in open sea.

By Karen Sloth

Stricter sanctions against pirates are wanted

CEO Torben Janholt from the shipping company Rederiet J.

Lauritzen is worried about the insecurity which piracy creates

for crews and their families at home.

Stricter sanctions against pirates are wanted12 Daily news on www.danishmaritimemagazine.dk

The meeting consisted of a public seminar for project stake-

holders and of a partner meeting for the project partners.

The Danish partnership “Green Ship of the Future” was in-

vited to Finland by EMUC on behalf of the EU project BSRIn-

noship to present what Danish companies are working on in

co-operation regarding sustainability in the area of climate

and environment protection.

Christian Schack represented GSF and gave a presentation on

behalf of the Danish partners in the project. The participants

were particularly interested in his suggestions on the issue

of turning competitors into co-operation partners in order to

work effi ciently on the climate and environment challenges.

This was exemplifi ed by the GSF project itself, but also by the

bulk carrier SEAHORSE 35 and 8500 Teu Containership (future

retrofi t of operating ships and a low emission ferry). During

the seminar, different methods to meeting the 2015 sulphur

requirements were debated, incl. Exhaust Gas Scrubbers,

LNG as well as other methods durable for new and operating

ships.

CEO Olof Widén, The Finnish Ship owners’ association, ex-

pressed great concern about the possibility of reaching good

practical inexpensive solutions. Good theoretical solutions

exist, but in practice it is challenging and even diffi cult for ex-

isting ships to meet the 2015 required level of sulphur.

EMUC Director Steen Sabinsky was elected by acclamation to

Vice Chairman of the Steering Group for the BSRInnoship project.

Facts:

EMUC is the Danish part of the BSRInnoship project. The Dan-

ish Ministry of Environment and Scandlines are associated

partners in the project. For more information on the project

see www.BALTIC.ORG/BSR_INNOSHIP and www.emuc.dk.

EMUC & Green Ship of the Future (GSF) = “Promoting opportunities” in the EU project “BSRInnoship”

Picture Session “New Solution for Ships”. From left to right: Mr.

Paszkowski, Manager TBC, GSF Christian Schack, Ms. Brit-Mari

Kullas-Nyman, Wärtsilä

The offi cial kick-off meeting of the

BSR InnoShip project “Clean and

Competitive Baltic Shipping – How

Can We Do It?” was held 1-2

February 2011 in Turku, Finland.

EU project “BSRInnoship” 13Daily news on www.danishmaritimemagazine.dk

Countermeasures against Piracy

FLIRInfrared camera

Radar scanner

Display & Control

In spite of increased international efforts and abundant pres-

ence of naval vessels to counter these attacks many ship own-

ers are considering measurers to deal with this peril, and the

most cost-effective solution to this is an early warning system.

Since the early days of the Malacca incidents FURUNO DAN-

MARK has delivered ‘alert’ equipment to the tanker division

of a major Danish shipping company. It was decided to equip

the fl eet of low speed vessels e.g. the large tankers etc. with a

radar system with a rotating radar scanner installed aft of the

vessel. Based on reports from attacked vessels, the position

of the rotating radar scanner were selected aft since most of

the incidents were performed by boats closing in on the ves-

sel from behind - an area of which the standard navigation ra-

dar may not be able to pick up the radar target of the attacker.

The preventive effect alone, of a rotating radar scanner at this

location, proved remarkable and it was estimated that a num-

ber of attacks where avoided because of the “we are watching

you” effect alone.

Nowadays new and much more sophisticated systems have

been introduced: An integrated digital radar and infrared

camera provides information which can be displayed on a

single monitor.

FURUNO has recently introduced this new solution providing

the vessels with an even more effective detection and warning

system allowing the vessels to activate the ‘alert’ bottoms in

due course and secure the various entrees of the superstruc-

ture within reasonable time. Especially, the infrared camera

which is sensitive to heat e.g. human beings or a hot engine

also add an extra dimension to the awareness of the area be-

hind the vessels during night time and/or reduced visibility.

Countermeasures against Piracy

Figure

The above solution is based on a FURUNO NAVNET 3D system

which acts as the integrator of the radar signal and the video

images to be displayed on a standard monitor in the wheel

house. The system also provides all the standard navigational

data which can be correlated with the warning system.

The confi guration is easy to use and a simple mouse interface

will be able to control the entire system. Any camera can be

connected to the system, although FURUNO usually recom-

mend a high quality infrared camera from FLIR which are able

to withstand the harsh marine environment.

In the recent years the escalating attacks on ships in the Bay of Arden have

caused increased concern amongst ship owners. In contrast to earlier years

in the Strait of Malacca and South East Asia the attacks have now been more

organized and reach as far as 1,000 miles off shore.


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The maritime media house

ErhvervsMagasinerne gets an

Advisory Board with members from

the top of the Danish maritime

business sector.

The media house ErhvervsMagasinerne, which publishes

Danish Maritime Magazine as well as the Danish language

magazines Havne & Skibsfart and Maritim Industri, e-maga-

zines, web-based news, and Maritime TV, has just established

itself with an Advisory Board, where top leaders from the Dan-

ish Maritime business sector have become included.

Chairman of the board is CEO Klaus Kjærulff, United Nordic

Shipping (UNS), Jan Fritz Hansen, Vice Executive President in

the Danish Shipowners’ Association, CEO Lars Thrane from

Thrane & Thrane, CEO Kurt Skov, Blue Water Shipping, CEO

Bjarne Mathiesen, The Port of Aarhus, CEO Steen Sabinsky,

The Maritime Development Center of Europe, and the editor

René Wittendorff.

The goal for the Advisory Board is to bring ErhvervsM agasin-

erne up to speed – among other things by internationalizing

the media house.

Composed by a wide range of very competent people from dif-

ferent parts of the maritime cluster, the board will make sure

that light will be thrown on ideas from all possible perspec-

tives.

Danish Maritime Magazine gets new inspiration from Advisory Board

From the left: Steen Sabinsky, Bjarne Mathiesen, Kurt Skov, Lars Thrane, René Wittendorff, Klaus Kjærulff, Jan Fritz Hansen


Danish Export Association is

paving the way for suppliers to

the shipbuilding industry.

It takes time to fi nd and establish new markets – but they are

there, and Torben Laursen, Sales Manager in Clorius Controls

A/S in Ballerup, has no doubts that India is one of the places

which Clorius Controls should focus on when it comes to ex-

port of components for temperature and pressure control in

the shipbuilding industry.

Not least after a recent visit to India with a delegation of other

enterprises organised by Danish Marine Group under Danish

Export Association. The Danish Minister for Economic and

Business Affairs, Brian Mikkelsen, headed the delegation to-

gether with Denmark’s ambassador to India, Freddy Svane.

The visit opened some doors, which the enterprises them-

selves are going to see to stay open.

- Around 70 per cent of our export turnover of these compo-

nents are sold to the shipbuilding industry with China as the

absolute biggest market, Torben Laursen says.

A strong stand in China

In China, Clorius Controls has a market share of 25 per cent in

this area, and it is a market which has been established over

a period of 20 years. Moreover, since 2004, Clorius Controls

has had a sales offi ce in Shanghai, which has seven employ-

ees today.

- So, Asia is not unknown territory to us, and we are also

aware that it is a changing market, since the shipbuild-

ing industry is in the process of moving from North Asia

and further southwards with China as the big winner,

while Japan and Korea are losing territory, he assesses.

And southwards, the Indians are also preparing their industry

and making ready for getting a share of the market.

- Their goal is to gain market shares, and the shipbuilding in-

dustry is an important element in India’s fi ve-year plan where

this industry is to gain a share of 7.5 per cent before 2017.

- So, naturally, it is interesting to us, and even if their ship-

building industry has also been hit by the fi nancial crisis, we

believe that the development will turn around and that India

will turn around with it. Therefore, we have decided to work

on increasing our sales to India via existing agents and pos-

sibly open our own sales offi ce. India’s big problem is that the

country does not have its own production in the area, mean-

ing that components need to be imported. Both Japan and Ko-

rea have established their own production, and China is in the

process of doing it, Torben Laursen explains.

Naturally, it is a challenge to competition.

Indian bureaucracy

Another problem is the Indian bureaucracy, which is also a

signifi cant challenge.

- They have the advantage of low wages, but their bureaucracy

is heavy. An Indian told me with his tongue in his cheek that

“The British invented bureaucracy in India, but we perfected

it”. The requirements are time-consuming for both sub-sup-

pliers and own shipyards, he says.

Torben Laursen also states that the advantage of being a

member of a delegation is that it is possible to make contact

higher in the hierarchy than would have been possible on your

own. Also, more infl uential people come within your reach –

not necessarily the exact right ones, but, at least, some who

are able to guide you on in the system.

- So those ten days were absolutely worth the effort, he as-

sesses.

More participants

Apart from Clorius Controls, the seminar also had participa-

tion from Danfoss Semco A/S Fire Protection, Desmi A/S,

Force Technlogy, Hempel A/S, Grundfos A/S, and Selco A/S.

Clorius Controls was founded already in 1902 by the broth-

ers Odin and Aksel Clorius. Already then, Clorius Controls

manufactured temperature control equipment. In 1999, that

part of the company was sold to a Dutch group, which is also

the owner of Broen A/S in Assens, which together with Clorius

Controls is manufacturing valves in Poland. In addition to pro-

ducing to the shipbuilding industry, Clorius Controls produce

control systems for heating and ventilation systems, primarily

in Denmark.

By Karen Sloth

Clorius Controls is keeping an eye on India

The Danish Minister for Economic and Business Affairs, Brian

Mikkelsen, opened the seminar in Mumbai.

Clorius Controls is keeping an eye on India16 Daily news on www.danishmaritimemagazine.dk

F R E D E R I K S H A V N

The siren has not been silenced. Its hooting still sounds over the

port and the city of Frederikshavn every day after work. Even if

the times with two big shipyards are now a thing of the past, the

well-known sound of the siren brings back memories of what

once was. Like an echo of a time gone by. Like a reminder of what

has come instead. And at the same time, like a promising signal

about everything which is to come.

Frederikshavn, Denmark’s proud, old shipyard city at the gate to

the Baltic, inside the Skaw, is also in 2011 a city with a strong

maritime industry. And thereby, Frederikshavn is living proof of

the old saying that it possible to emerge strengthened from a cri-

sis. The enterprises in the maritime cluster in Frederikshavn have

managed to build on the best of the existing foundation, with the

maintenance shipyard Orskov Yard as the central player.

For generations, the lives of the inhabitants of Frederikshavn

were closely linked to the two shipyards: Danyard and Orskov.

Fathers and sons had worn the blue boiler suit and had lived their

working lives based on the regular hooting of the siren.

But towards the end of the 1990s, the iron fi st of globalisation hit

with one single blow right down in the middle of the city’s strong

life nerve – and left an open wound. The city – and a whole region

– lost more than 7000 jobs, at the same time.

The fact that the inhabitants of Frederikshavn, their city, their re-

gion, and their workplaces were able to recover at all after this

hard blow is an achievement without comparison. An enormous

effort, which was not just made possible because of the well-

known perseverance of the inhabitants of the region. The biggest

player in the change process has actually been the willingness

to change, which has been shown and which is still being shown

by the inhabitants of Frederikshavn and by the maritime enter-

prises.

Ship engines are still being built at MAN Diesel & Turbo. Ships

are still setting out from the family-owned Orskov Yard, which,

with success, has transformed itself into a modern repair yard.

Engines, equipment, and propellers are being sold, and assem-

bling, repair work, fi tting, and renovation are being performed.

And even if the most recent new ship left the old yard more

than ten years ago, new marine equipment is still being built in

Frederikshavn.

At the old yard areas at the port, there is still a wealth of life. Signs

on the fronts testify to a diversity of enterprises which each fi lls

a niche in a still more global market – and which together make

up a strong unity, which can meet any requirement from clients in

the maritime business all over the world.

To not just survive, but to develop into a success on the ruins of a

defeat – that is an achievement which is very much based on lo-

cal enterprises and local labour. Together with the ability and the

will to have new ideas they still possess the same core competen-

From shipyard industry to advanced technology

Frederikshavn has always been a city with a strong maritime industry. It used

to be the two shipyards which made the city famous outside Denmark’s bor-

ders, but today, a unique combination of various suppliers to the maritime

market all over the world puts the city on the world map.

From shipyard industry to advanced technology18 Daily news on www.danishmaritimemagazine.dk

cies as ten and twenty years ago. Qualifi cations, which it would

be foolish to throw away when the abilities, just as well, can be

used with a new – and more future-proof – purpose.

Maritime Network Frederikshavn have put new innovative so-

lutions and production forms on the agenda. All competencies

in the area of ship repair and equipment are here, and the new

enterprises, which were established in the wake of the closing

down of the shipyards, are all highly specialized in each their

area. This means that the enterprises in the maritime network are

extremely competitive, when they pull together both with regard

to time and quality.

Today, there is an incredibly strong maritime sector in and around

Frederikshavn. A large number of sub-suppliers employ a grow-

ing number of people in the region. And the maritime industry is

doing well. In the wake of the global fi nancial crisis, the maritime

industry is again back at full power. At the same time, the whole

Frederikshavn area is experiencing a considerable growth in the

number of entrepreneurs. Many of the new enterprises establish

themselves in the manual trades, which, in many instances, also

support the maritime industry.

But the greatest strength of Maritime Network Frederikshavn is

that everybody is able to co-operate – and do it – in many differ-

ent combinations. Both main and sub-contractors and sub-sup-

pliers differ from job to job, and this freely fl owing co-operation

is something completely unique, which creates great value – not

just to the enterprises involved, but also to their clients.

Maritime Network Frederikshavn is building on a strong story

with proud traditions. Both men and women in blue boiler suits

are still cycling at the port. The timeless hooting of the whistle is

still carried off by the wind and signals the end of another work-

ing day every day – and, at the same time, the hooting carries

with it the memories of a proud era, which is defi nitively over, and

the promise of a new future, which, against all odds, has lifted the

maritime industry of Frederikshavn well into a new millennium.

By Anne Falck

FACTS ON MARITIME NETWORK FREDERIKSHAVN:

Maritime Network Frederikshavn consists of 40 different en-

terprises, which together are able to deliver a broad range of

solutions primarily to the maritime industry and the interna-

tional off shore industry.

All enterprises in Maritime Network Frederikshavn carry out

their activities from the port of Frederikshavn.

The port of Frederikshavn is placed at the crossroads be-

tween the Baltic states and the North Sea and is therefore a

very important link in the international trade chain.

Read more on: www.maritimenetwork.dk

From shipyard industry to advanced technology 19Daily news on www.danishmaritimemagazine.dk

There are almost no limits to what they are able to do when

they join forces. Maritime Network Frederikshavn is a unique

network, where solutions which create value for the client are

more important than competition between the network mem-

bers. Maritime Network Frederikshavn is taking the lead when

it comes to quality solutions, delivery guarantee, new technol-

ogy, environmentally friendly steps, and product innovation in

international shipping.

Some ten strong, maritime enterprises make up the core of

Maritime Network Frederikshavn, which has a broad range of

competencies in production, ship repair, and service. Between

them, they are capable of delivering integrated solutions from

routine maintenance and acute repair of damages to large-

scale renovations and modernisations.

The world’s biggest fi shing vessel, Norwegian Kvannøy,

equipped with Humid Air Motor (HAM system), has sailed out

from Frederikshavn. It is also here in Frederikshavn that the

Danish warships are renovated, before they sail out to give pro-

tection in waters fi lled with pirates. Maritime Network Frederik-

shavn solved an “impossible” task for the Swedish navy – the

building of a non-magnetic crane for the navy’s mine detector

ships. And a large number of enterprises in Frederikshavn were

suppliers when the Norwegian shipping company Siem this fall

had four Anchor Handling Tug Supply ships (AHTS ships) reno-

vated for sailing in Brasil.

- We have just entered into a fi ve-year service agreement on all

lifting and life-saving equipment on Skandi Aker (ship of the

year 2010). We would probably not have been able to win that

order, if we did not have the co-operation possibilities of the

network, says Ian Fleming McCurdie, Sales and Project Man-

ager, Hytek A/S.

Flexibility and quality are the strongest competition param-

eters for the maritime network.

- Time, quality, and security of supply mean a great deal to our

clients, and our great advantage is that we meet the high re-

quirements in this area, says Anders Hecht-Pedersen, CEO of

Nicon Industries A/S.

The enterprises in Frederikshavn cannot compete with lower

paid labour in other countries, but, in return, they can do some-

thing else, which is of great value to many of their clients.

- Our co-operation is completely unique, and we have all com-

petencies within quite a short geographical distance. Machine

work, electricity work, insulation, painting, sandblasting, hy-

draulics, steel work, plumbing, and CNC-cutting, just to men-

tion a few, says Ole Nygaard, CEO of Victor A/S.

The enterprises in Maritime Network Frederikshavn are able to

deliver solutions in 95 per cent or more of all normal tasks in

the maritime area. If the physical distance between the mem-

ber enterprises was longer, it would make the co-operation

more expensive and more diffi cult.

The co-operation works perfectly, because the network is not

bigger than it is. It is possible for everybody to know each other.

The mutual trust is great, and the co-operation works between

all enterprises of the network dependent on the current task.

- We use the network all we can. You could say that we work

for the same clients, but operate in different segments. It also

means that we call each other if we hear of jobs outside our

own area, says Vagner Jensen, Regional Manager of Norisol

A/S.

The fact that the individual enterprise is good at giving jobs to

those enterprises which will solve them best also means that

the network members get something in return. But, fi rst and

foremost, the advantage lies with the clients, who get the best

possible solution every time. And if a problem should occur in

the process, help is close at hand, because if the supplier can-

not handle it alone, it is certain that others in the network can.

By Anne Falck

Frederikshavn leads the way to the future of the maritime industryMaritime Network Frederikshavn is a unique supplier of quality solutions

for the maritime industry. The enterprises in the network are leading in new

technology and product innovation to the advantage of shipping companies

and the off-shore industry around the globe.

Frederikshavn leads the way to the future20 Daily news on www.danishmaritimemagazine.dk

As of 1 January, the import control system of the EU came into force. It is a

European equivalent to the American 24-hour rule and has been introduced

in order to increase safety. However, the new regulation is the cause of large

expenses for the shipping companies, and, potentially, it can mean the loss

of jobs in Europe.

New safety rules increase the costs of shipping companies

In the USA and Canada, the so-called 24-hour rule was intro-

duced seven years ago. Last year, China introduced a similar

rule, and now it is the EUs turn to implement the new safety

rules, which undoubtedly have come to stay.

The regulation states that a box ship company is to report to

the port of arrival in the EU what the cargo consists of no later

than 24 hours before arriving to the port of shipment. The rule

applies to cargo coming from third countries to the EU. In the

area of short sea, a shorter deadline has been introduced:

Two hours before arrival.

- We do not mind more safety control. We have lived with it in

the USA and Canada for seven years, and China introduced it

in 2010, so it is a phenomenon which has come to stay. But

the difference between the EU and the others is that the EU is

not a union. It is 27 independent member countries. That is

the cause of a number of problems, since there are 27 coun-

tries, which have introduced 27 different systems for han-

dling of these data, says Jørgen Theisen Schmidt, Director in

Customer Service in A.P. Møller-Mærsk Group.

The rules function in the way that the fi rst country of arrival is

responsible for safety control on behalf of the entire EU, i.e. if

Maersk Line has a ship which sails from Hong Kong to Algici-

ras in Spain and afterwards to Rotterdam in the Netherlands

and Bremerhafen in Germany, the ship needs to report the

New safety rules increase the costs 21Daily news on www.danishmaritimemagazine.dk

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More than 100 years of experience

contents of its cargo to the Spanish customs authorities, who

are then responsible for the risk assessment for the whole EU.

- But we do not have 27 EU countries as fi rst countries, but

16 countries. Therefore, our challenge has been that we had

to begin using 16 different newly developed electronic sys-

tems, Jørgen Theisen Schmidt says, and he adds that it has

certainly not been without problems. The customs authori-

ties’ electronic systems were largely fi nished in December, so

when the rules were introduced on 1 January, the shipping

companies began using the systems without any test period.

- Naturally, it does not work from day one. We have experi-

enced lots of surprises in the process. For instance, the cus-

toms authorities’ systems have limitations. If a client informs

us that a box contains 150,000 T-shirts, we have to pass that

information on in the system, but the customs authorities’

systems are limited to fi ve digits, so this information will be

rejected by the customs authorities. And what are we going

to do then? It would be wrong to write that the box contains

15,000 T-shirts, Jørgen Theisen Schmidt asks.

Many employees on the job

We have seen many of that sort of problem, and it has taken a

lot of time for the Mærsk employees. Jørgen Theisen Schmidt

emphasises that, naturally, the Mærsk employees also need to

be trained in using the new systems. He is convinced that the

systems will work as intended one day, but right now the new

safety rules cause the shipping companies large expenses.

The Danish feeder shipping company Unifeeder, which pri-

marily sails short sea in Northern Europe, has similar experi-

ences.

Jon Risvig, who is responsible for the project at Unifeeder,

says that it has really drained the company’s resources.

- It has given us some extra challenges. It has been neces-

sary for us to set resources aside for it. Of Unifeeder’s ap-

proximately 300 employees, 20-25 have been involved in the

project for the past six months. Of these, some have been in-

volved full time, he says.

Specifi cally, it has meant that Unifeeder has postponed other

project to have time to introduce the new safety rules. There-

fore, it is diffi cult for Unifeeder to say how much the new rules

have cost them, since it would mean that they would have to

calculate what they could have earned on the postponed proj-

ects.

- But the direct expenses are calculated in millions of Euro,

Jon Risvig says.

Both shipping companies have no doubts that it means that

it will become more expensive to transport boxes to Europe.

- These costs are directly connected to the cargo, so, yes, it

New safety rules increase the costs22 Daily news on www.danishmaritimemagazine.dk

Royal Arctic Line, Greenland’s national shipping line has:

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Royal Arctic Line has 750 experienced, skilled employees available with expertise and extensive local knowledge

means that the rates will go up, says Ebbe Bisgaard, country

manager for Denmark at Unifeeder.

The same statement comes from Mærsk.

- We have had to invest heavily in systems, and we have peo-

ple keeping an eye on this. Naturally, expenses have been

high, and there is only one to pay for it: The clients. We are

charging all transports to Europe a so-called declaration fee,

says Jørgen Theisen Schmidt.

Apart from the direct costs, Unifeeder points out that the

safety rules also can become expensive to the shipping com-

panies in another way.

- In short sea, the contents of the cargo need to be reported

to the port of arrival two hours before arriving. What if we are

told that we are not allowed to unload because there is a risk

connected with the cargo? What about the ship then? And

how is the cargo going to be handled? We have the cargo on

board. Are we going to lie still or do we return with the cargo

to the port of shipment? It causes insecurity, but it can also

cost us a lot of money, Ebbe Bisgaard says. However, he adds

that Unifeeder has not experienced this.

Lost jobs in Europe

Mærsk is experiencing the problem that much of the cargo

which is being sailed to Algiciras in Spain needs to go from

there to West Africa. But the EU demands that all cargo on

board is declared, i.e. also cargo from one third country to

another third country.

- We have a signifi cant amount of cargo to Africa, which come

in on the ships sailing via Algiciras, and it is clear that it will

be a problem, since they have no interest at all in making dec-

larations to Europe, and they will approach other shipping

companies, or it will be diffi cult to make them react like we

would like them to, and that is to supply us with the transport

information as early as possible in order for us to be able to

declare the ship 24 hours before it arrives to the loading port,

Jørgen Theisen Schmidt says and adds:

- It is actually a big problem, because it is not customary. Nor-

mally, we do not supply these data before we load the ship,

and sometimes even later.

- We will lose a number of clients, but, naturally, we will at-

tempt to change some of our routes, which again means a

potential loss of jobs in Europe. It is not just us. All shipping

companies are looking into this situation, at present, Jørgen

Theisen Schmidt says.

By Tina Altenburg

New safety rules increase the costs 23Daily news on www.danishmaritimemagazine.dk


At University of Southern Denmark

in Esbjerg, researchers are work-

ing on a three-year project with

focus on safety culture on board

the DIS (The Danish International

Ship Register) ships

Why do Danish seamen report twice as many work-related

accidents as Philippine seamen, who make up the largest

group of foreigners on board ships registered in The Dan-

ish International Ship Register (DIS)? And why do Polish

seamen – the second largest group of foreigners – have a

higher rate, even though they still do not reach the level of

the Danes?

This is the issue of a three-year research project headed

by Senior Researcher Fabienne Knudsen and her colleague

Sisse Grøn – both from Centre of Maritime Health and Safety

at University of Southern Denmark in Esbjerg.




The project has been named SADIS, which stands for “Sik-

kerhedskultur og Anmeldelsespraksis på DIS-skibe” (safety

culture and reporting practice on DIS ships). The project re-

ceives funds from the Danish Working Environment Research

Fund, which naturally wants to fi nd out whether anything can

be done to rectify the differences and, if so, what.

Researchers work as seamen

The project began 1 March last year and lasts three years. But

if anybody believes that the researchers merely sit in their lit-

tle offi ces and study fi gures and notifi cations in reports from

the Danish Maritime Authority, insurance companies, repay-

ments from the Danish Maritime Authority to the shipping

companies for visits to doctors and hospitals and journals

from Radio Medical, then they had better think again.

The researchers join the seamen when they board a ship –

with all that it involves.

Until now, the two researchers have been onboard a passen-

ger ship and also a coaster and a refrigerated cargo ship.

- We take part in the work on board. Naturally, we do not steer

the ship, but, yes, I am able to knock rust, paint, and much

more, Fabienne Knudsen says with a broad smile.

Moreover, by taking part in the work, the researchers also

gain a better insight into the hardness of a seaman’s everyday

life, and that is not the worst approach to an understanding of

the statistics.

- We interview the seamen, take part in the work to the best of

our ability and thereby also gain the confi dence of the crew,

who, as a result, fi nd it easier to open up to us, she explains.

Actually, the SADIS project is a follow-up to a survey from

2003, where the problem was dealt with for the fi rst time.

Not as good as they believe

And something suggests that, when it comes to safety culture

and behaviour, Danes themselves believe that they are much

better than reality reveals.

- At the onset of the project, we had a list of possible expla-

nations. That list is growing, and we still do not know where

the differences in reporting reasons play a part, but there is

enough to choose between, she says.

Without being able to point to anything specifi c for the mo-

ment, she does mention some of the possibilities.

- The surroundings can play a part. A work-related accident

is registered in the way that you are away from your job the

following day. That is the procedure on land and also at sea,

Fabienne Knudsen explains.

But at sea, it is maybe easier to forget accidents – conscious-

ly or unconsciously. They just continue working, perhaps in

another function, which they can handle better, or they just

continue, because many ships are thinly manned today, and

it is diffi cult to be the one to stay in the berth and leave the

colleagues to take over.

- But it also needs to be reported if you step into another func-

tion, she emphasises.

Strict requirements

Cultural differences can also play a part. The Philippines have

plenty of seamen, so the requirements are strict, and there is

also competition from the Chinese.

- Consequently, Philippines take many courses in safety and

crisis management in order to be chosen. We also need to

take a closer look at this in the Philippines before the project

is fi nished. So, we still have not found the fi nal answer, she

says.

By Karen Sloth


Danbor Service is strengthening globalisation

Continued focus on assignments

outside Denmark and especially in

the areas bordering the North Sea.

Over a period of many years, Danbor Service A/S has estab-

lished a strong position in the offshore and transport busi-

ness in Denmark. Now, the head offi ce of the A.P. Møller-

Maersk-owned company at the Port of Esbjerg is well under

way with a continued globalisation of the company by fo-

cusing on new horizons and possibilities.

Already in the beginning of 2008, Danbor Service A/S

opened a base in Aberdeen in Scotland, where the big

warehouse has been fi lled today. With regard to growth

and development, focus is now on several possibilities in

Montrose south of Aberdeen, where Danbor Service A/S has

started co-operating with the port about obtaining mooring

space.

Starting in Greenland

In co-operation with Royal Arctic Line A/S, Danbor Service A/S

has also established a base in Greenland, which has come off

to a good start. Arctic Base Supply is the name of the joint

venture, which Danbor Service A/S in co-operation with Royal

Arctic Line A/S has established with a view to focusing on the

operations initiated by large oil companies in connection with

the authorities’ expansion of the concessions in Greenland.

So far, the co-operation has resulted in a two-year contract

with the Scottish oil company Cairn Energy.


A welder in action at offshore rig.



- The company drilled three holes in 2010. It was off the coast

of the Disco Bay, and according to the company’s own state-

ments, the results are promising. The intention is to drill four

more holes this year, and we are present, just like we know

and are able to meet their requirements, says Sales Manager

Johnnie La Fontaine, Danbor Service A/S.

Global warming also means that oil drilling in Greenland is

moving northwards to areas which, previously, were diffi cult

to get to.

The growing interest is also refl ected in the distribution of

concessions, which were offered north of the Disco Bay in the

Baffi n Bay.

Optimism

- Furthermore, our H2S department is currently represented on

18 rigs in Brazil, which is the department’s greatest business

area, Johnnie La Fontaine informs.

So, not only goods and equipment, but also optimism, are

being handled at the quays at Danbor Service A/S’ big ware-

house. Danbor Service A/S has been able to if not avoid re-

cent years’ fi nancial crisis, Danbor Service A/S has been able

to steer safely through it. At the same time, the company has

had a surplus for both expansion and an increased focus on

safety, environment, and sustainability for the benefi t of both

environment and bottom line.

- Safety, environment, and sustainability are together with

supply of quality and credibility some of Danbor Service A/S’

corner stones, Johnnie La Fontaine says.

The most recent initiative is an effort to reduce the consump-

tion of energy at the head offi ce in Esbjerg. The forging shop

has achieved great cost savings after having installed heat ex-

changers which makes it possible to reuse the heat, and a new

ventilation system in the painter’s workshop reduces energy

consumption and is good for the environment.

Special assignments

The fi nancial crisis was also the reason for a slimming of Dan-

bor Service A/S’ road delivery business where the number of

trucks has been halved. At the same time, focus has increased

on special assignments such as transport of special gasses

instead of ordinary transport assignments with general cargo

from A to B.

Repair and maintenance assignments and servicing on rigs

and platforms are still important, and, recently, Danbor Ser-

vice’s department, Danbor Offshore Solution (DOS), which

takes on special assignments on rigs and platforms and has

25 employees, has boomed.

- Moreover, now we also use the experience and expertise

which we have obtained through more than 30 years in the

oil and gas industry for solving assignments for the windmill

industry, which is growing signifi cantly in Denmark. For the

windmill industry, we can take on loading and unloading,

Johnnie La Fontaine says.

By Karen Sloth

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

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and Arctic Container Operation


New Danish early warning alarm system

The LAS-10 Leakage Alarm System has been tested on board

MV “Emma Maersk” and is causing outright enthusiasm in the

maritime world.

“The early alarm system is fi rst and foremost installed to save

lives and to prevent excessive fi re damage costs”, says Torben

Jorgensen, Marine Engineer and Chief Technical Offi cer at DAS-

POS A/S, who points out that the pay back period of the LAS-10

system equals 15 seconds of fi re, based on the average costs

of fi res on board ships as paid out by insurance companies.

Most ship fi res start in the Engine Room due to accidental oil

leakages, and for this reason conventional Oil Mist Detectors

have for a long time been utilized in the open Engine Room.

However, the risk for oil leakages have increased during recent

years with new high pressure engines on board, as well as the

rising political requirements to change, at port calls, from the

environmentally impacting Heavy Fuel Oil to other more envi-

ronmental friendly fuel types.

“Oil leakages are causing explosion risks and fi res. Further-

more leakages are causing pollution and unhealthy atmo-

sphere in the working environment and for this reason there is

a need for early warning alarm systems specifi cally tailor made

to the Engine Room, e.g. covering a considerable larger area

than the so far utilized technology”, says Torben Jorgensen.

The Danish developed early leakage alarm system called LAS-

10 (Leakage Alarm System – Version 2010) has been patent

protected. Fundamentally the system rests on a combination

of different detection principles and has – as the only one on

the market – a dual built-in sensor technology with an exces-

sive powerful air fl ow capacity giving a very early warning and

subsequent alarm at oil leakages and thereby reducing and

preventing potential fi res and explosions.

A top reliable and the only early warning alarm system in the

market

”Our prime objective has all along been to develop a highly

reliable early warning alarm system taking the specifi c condi-

tions in the open Engine Room into account, and that we have

used the last 5 years to accomplish”, says Torben Jorgensen.

A lot of aspects must be counted for when developing alarm

systems for the maritime industry. “On the one hand you

want to receive signals of the engine room air pollution level

Two out of three fi res on board ships start in the Engine Room. But a new

Danish developed and engineered early warning oil spray and gas leakage

alarm system targeted at the international maritime market segment is

signifi cantly minimizing and preventing the risk of Engine Room fi res

and environmental disasters.

New Danish early warning alarm system


to save lives on board ships and oil rigs

Port Performance Research NetworkNew Danish early warning alarm system

to make sure that the alarm system is functioning optimally;

on the other hand you require – as a crew member – not to

receive a lot of indications that may cause no specifi c risk for

the crew or the ship. This balance we have spent a consider-

able amount of time and resources to defi ne in close coopera-

tion with some major shipping companies”, Torben Jorgensen

continues.

The LAS-10 System has over the last 9 months been tested

and optimized in close cooperation with Maersk Line, the

owners of the testing vessel MV “Emma Maersk”. Based on

these trials - leading to very positive conclusions from the

technical management in Copenhagen and the crew on board

– DASOS A/S is now in the process of installing the LAS-10

equipment on board various other types of vessels.

Major expectations to the market potential

DASPOS A/S has been established with the sole objective to

market the new early warning alarm system.

”To develop a brand new technical product for the maritime

sector with all the needed safety requirements, is of course

a big challenge in itself. But also a profound personal sat-

isfaction when we know what we can contribute in order to

protect the crew, environment, cargo, precious equipment

and the ship or oil rig itself,” says Lars Gerner Lund, who

together with Torben Jorgensen are the founders of DASPOS

A/S.

With an impressive number of positive responses from the

market and a fi nancial contribution from the Danish Maritime

Fund, DASPOS A/S has substantial expectations for the mar-

keting possibilities of the new Early Warning Alarm System.

”We will market LAS-10 to both Ships and Oil Rigs, but also to

e.g. Wind Mills – anywhere there is a wish and requirement

to secure any crew or staff or the surrounding environment

against an undesirable oil pollution, fi re or explosion risk. In

our local community, we expect to grow a considerable num-

ber of new job opportunities, but also challenging and excit-

ing positions for engineers and technicians who will be travel-

ling the world to install the LAS-10 System on Ships, Oil Rigs

and Wind Power Parks,” Lars Gerner Lund concludes.

Sandholm 55H – 9900 FrederikshavnTel +45 96 23 94 00 - www.nicon-industries.com

EXPERTS IN STEEL & PIPE CONSTRUCTION


HACT provides fi ve years of knowedge in just one week

As a leading manufacturer of

electronics enclosures for on and

off-shore use worldwide, Technor

Safe Ex AS (Norway) know better

than most about the large number

of factors causing corrosion.

Having produced a new product with a new surface treat-

ment, Technor needed to test the new product for corrosion

resistance. Testing in real-time was completely unrealistic.

Instead, Technor chose HACT (Highly Accelerated Corrosion

Testing) and found out what fi ve years of corrosion looks like

in just one week.

Environmentally friendly solutions

in an unfriendly environment

Technor’s electronics enclosure, made in stainless steel, is

used mainly on North Sea platforms and in other harsh en-

vironments. The team at Technor need to know about the

amount of corrosion which the product experiences and need

to make sure that they are using the best surface treatment of

the casing to prevent corrosion. The surface treatment used

by Technor is a widely used acid treatment. However, as a

company interested in protecting the environment, Technor

were hoping to fi nd a greener alternative.

“Technor is a green company and therefore we want to imple-

ment a different surface treatment, which can give nearly as

good protection as the acid treatment,” explains Eigil Tøn-

nesen, QA/HSE Director at Technor. “Of course, we also have

to know that our products can withstand the harsh elements,

so we have to test the casing for corrosion. If we did this in

real time, it would take years, so we needed to do an acceler-

ated test. There are very few standards specifying these types

of test.”

“We did some initial tests ourselves. We tested for a week

and we could see that, as we expected, the untreated surface

showed signs of corrosion, whereas the acid-treated surface

was not corroding at all. But our knowledge was limited. We

know what a box would look like in the North Sea, but we

wanted to know what would happen to it after fi ve or ten years

and we also wanted to test alternative treatments, so we de-

cided to continue testing with DELTA.”

And DELTA is the right company to help. DELTA has developed

a new accelerated corrosion test called HACT (Highly Acceler-




ated Corrosion Testing). In just one week, HACT is able to pro-

duce corrosion equivalent to that observed after more than

ten years of use in a “normal outdoor environment” without

substantial sources of pollution or fi ve years in a maritime en-

vironment.

“DELTA was able to give us the best results from an acceler-

ated test, which we know of. There are no standards stating

how a test should be done to demonstrate 5-10 years in the

harsh environment of the North Sea. But DELTA offered HACT

and were quickly able to give us the data we needed,” Eigil

Tønnesen says.

A fast and realistic test

The accelerated test, which DELTA offered, is based on the real

parameters encountered by Technor in the North Sea.

Anders Kentved, Reliability Specialist, from DELTA explains:

“The reason why DELTA developed HACT was that customers

were approaching us after experiencing more corrosion of

products in reality than they had demonstrated in traditional

tests. Traditional corrosion tests are often run for 1-4 weeks,

but in order to demonstrate 5-10 years in a harsh environ-

ment, 4-8 weeks or even more are needed. Our latest results

show that with HACT this can be accomplished in 1-2 weeks.

These results are based on our tests of a variety of products

for maritime use.”

“Our experiences show that it is mainly “ordinary” atmo-

spheric corrosion and in particular salt spray or mist which

causes problems for the reliability of products intended for

outdoor use. Our new HACT test is based on parameters giv-

ing realistic results in a short time. These parameters are

increased temperature and humidity, cyclic spraying with

cold aerated salt water, and cyclic drying with a high air

fl ow.”

Future tests planned

“We have quickly been able to see the corrosion results of

different surface treatments,” Eigil Tønnesen explains, “and

we have realised that we have not found the correct surface

treatment yet. We are really satisfi ed with HACT and we are

planning to send new boxes with new types of surface treat-

ment for testing. The test is extremely relevant for us, since

we are able to judge the corrosion resistance of different de-

signs after only one week of testing. The test gives us realistic

results regarding our products and we judge that 1-2 weeks

will be enough to indicate if a product is suffi ciently corrosion

resistant for off-shore use.”

“We now have the verifi cation of different types of treatments

compared to the acid treatment, enabling us to make an in-

formed decision. We are still trying to fi nd the correct treat-

ment, and we will keep testing at DELTA until we do,” Eigil

Tønnesen concludes.


Maersk Broker Agency in new markets

Acquisition of four companies in

Denmark and Sweden provide tre-

mendous growth and new activi-

ties in e.g. the windmill industry.

New windmill farms appear all over Scandinavian and Baltic

waters, and not least in the North Sea area, over the next few

years, and Maersk Broker Agency is well prepared to enter the

new activities that await the company.

- Over the past eighteen months we have seen a massive

growth that allows us to act in a new market, as suppliers to

the wind industry, says managing director Lotte G. Lundberg

from Maersk Broker Agency.

The growth comes in the wake of the acquisitions of four com-

panies in Denmark and Sweden, with competences within

project shipping and forwarding that is now extended to cover

the full Scandinavia and Baltic area.

Project logistics

- We want to take advantage of the synergies of the acqui-

sitions to develop both existing and new markets with the


Maersk Broker Agency services all kinds of vessels.

This is an oil tanker alongside in Copenhagen.


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competences we now have, she explains.

Lotte G. Lundberg expects that windmill contractors, and other

players in the industry, that sees an advantage in outsourcing

to Maersk Broker Agency coordination of marine operational

and logistics tasks, in order to concentrate on their main busi-

ness.

- With the new fi eld of operation, Maersk Broker Agency moves

from the old role as a traditional ship agency, mainly handling

port agency services, to becoming a major player in the Scan-

dinavian and Baltic market within ship agency, project logis-

tics and traditional forwarding. Furthermore, we are keen on

looking at new opportunities appearing elsewhere in Northern

Europe – e.g. in the North Sea area, she says.

Strength behind success

While many others in the industry has suffered under the fi -

nancial crises, she

Attributes the success of expanding the business that Maersk

Broker Agency had the strength to pick up and grow.

- The acquisitions have been sound investments that increase

our overall volume and ensure our level of existence. We be-

lieve it more viable to acquire than to grow organically, which

is hard in a mature market. At least if you do not want to erode

the bottom line, Lotte G. Lundberg says.

Furthermore, the acquisitions ensure that Maersk Broker

Agency remains a signifi cant factor in practical shipping. The

company is already the largest ship agency in Denmark and

Sweden, and thus an industry leader with 11 own offi ces in

Denmark, Sweden and the Baltic area.

Many offi ces

In Denmark, shipping services are offered in all Danish ports

through own offi ces in Copenhagen, Fredericia, Aalborg,

Kalundborg, Stigsnæs, Lindø and Frederikshavn. All Swedish

ports are also covered through physical presence with offi ces

in Gothenburg, Brofjorden, Karlshamn, Norrköping, Stock-

holm and Malmö. The Baltic States are handled by the offi ce

in Tallinn, Estonia in close collaboration with representative

agency partners in Latvian and Lithuanian ports.

The organization counts 70 highly experienced employees.

By Karen Sloth

FACTS

Maersk Broker Agency is a part of Maersk Broker K/S

– a privately owned company outside the A.P. Moller-

Maersk Group

Maersk Broker is one of the world’s largest, interna-

tional shipbroking companies, and count more than

350 employees in Copenhagen, London, Hamburg,

Athen, New York, Tokyo, Seoul, Beijing, Shanghai, Tai-

pei, Hong Kong, Hanoi, Singapore, Mumbai and Dubai


New regulations will also come into force globally in 2020,

although not quite so stringent. The ambitious goals can

be seen partly as a result of a wish from Denmark to reduce

emissions of harmful particulates and nitrogen oxides. Dan-

ish Maritime supports the new and stricter regulations. The

Danish Maritime Cluster plays an important role in design-

ing and developing climate and environmentally responsible

products to minimize emissions and Danish maritime manu-

facturers can already meet the challenges of these require-

ments.

Doubts have been raised as to whether low sulphur fuels

will be available. There is, however, more than one way to

reduce sulphur emissions, and Danish maritime suppliers

and shipowners have already for some time cooperated in

creating solutions to fulfi l these new requirements. Within

the Green Ship of the Future (GSF) partnership a series of

maritime stakeholders come together to create climate and

environmentally friendly solutions that can reduce emissions

of many types, including SOx. The overall target of GSF is to

reduce total CO2 emissions by 30 %, SOx emissions by 90

% and NOx emissions by 90 %. Individual GSF projects have

come close or even surpassed these targets. Products devel-

oped within GSF projects have been introduced on 40 ships

from Danish shipowners and in some cases, these green

technologies have already become standard products.

Another way to meet the new requirements in relation to sul-

phur emissions is by using alternative fuels in the form of

e.g. natural gas. Natural gas contains almost no sulphur. In

addition, the use of natural gas can reduce NOx emissions by

approx. 80 % and CO2 emissions by approx. 20 % compared

to using oil as fuel. Natural gas, however, takes up more

space than conventional fuel and the potential is therefore

greatest in short sea shipping. There are also clean bio fuels

that can be used in suitably optimised engines.

Reductions in sulphur (and particle) emissions can also be

achieved by using exhaust gas cleaning systems (scrubbers)

to “clean” exhaust gas from diesel engines with water. This

technology is mainly known from installations on land. It has

signifi cant economic and environmental advantages com-

pared to using e.g. low sulphur diesel, since it captures par-

ticles and permits operation on Heavy Fuel Oil, with a lower

CO2 penalty than removing sulphur from the fuel in refi ner-

ies. Scrubbers can have an expected payback time of less

than two years. Aalborg Industries is engaged in developing

both scrubbers for new ships and scrubbers for retrofi tting

of existing ships. Currently, Aalborg Industries and MAN

Diesel are involved in a project in which a scrubber is devel-

oped and installed on a DFDS Ro-Ro cargo ship. The projects

shows a maximum possible SO2 reduction of 99.6 %, and is

expected to be completed in 2011.

By Cecilie Lykkegaard, Danish Maritime

Reduction of sulphur emissions - meeting new requirements

New stricter environmental requirements from IMO mean that ships sailing

in the Baltic and North Sea must reduce sulphur emissions (SOx) by 90 % in

2015 compared to 2010.

Reduction of sulphur emissions - meeting new requirements34 Daily news on www.danishmaritimemagazine.dk

TORMCAREERS.DK

(((BBLLIV SHIPPINGG TRRRAINNEE, HVOR DDERR ERR LIDT HØØJERRRE TIL LLOOFTTET))

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danish maritime magazine 01-2011

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