Danish Maritime Magazine 04-2011

MARITIMEMAGAZINE

DANISH

Transport minister in Schleswig-Holstein:Making ready for a strong growth in transport

The air is getting cleaner despite increased transport

Proposals on environmental labeling of ships

DFDS strengthens its position in the Baltics

4 - 2011

ERHVERVSMAGASINERNE

ISSN: 1903-5888

EditorRené Wittendorff [email protected]

AdsRené Wittendorff Phone.: (+45) 7020 [email protected]

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Printing: PE offset A/SLayout: Michael Storm, Designunivers Next issue: 28th of October 2011

Copyright

4-2011

4 Transport minister in Schleswig-Holstein:

Making ready for a strong growth in transport

5 New Managing Director for Danish Maritime

6 New Danish-German transportation commission:

Danish minister: Growth across the borders

8 Paradigm shift:

Ships and trucks in stronger cooperation

10 Coping with fi nance and sulfur:

German Shipowners are more optimistic

12 North Germany is important:


14 Organic shipping:


16 The air is getting cleaner despite increased transport

18 IMO adopts mandatory global climate

regulation for shipping

20 Neuer Hafen Kiel: Heavy duty and wind turbines

Daily news and free E-mag on:

WWW.DANISHMARITIMEMAGAZINE.DK

MARITIMEMAGAZINE

DANISH

Transport minister in Schleswig-Holstein:Making ready for a strong growth in transport




4 - 2011

ERHVERVSMAGASINERNE

Photo: Torm

TORM Garonne on her way from Talinn to Rotter-

dam, sailing under the Great Belt bridge

Making ready for a strong growth in transport

Jost de Jager sees quite a po-

tential for the transport corri-

dors in the North Sea and the

Baltic Sea. Germany and Eu-

rope are and will continue to

be dependent on the import

of raw materials.

- More than 90 percent of

goods exchanged interna-

tionally are transported by

ship. Along with a global in-

crease in the world-economic division of labor goes an increase

in shipping traffi c. For the Baltic Sea this means that the regular

shipping traffi c to the growing Baltic States and to Russia, as well

as the trade with Scandinavia offer an enormous trade potential.

Traffi c in the North Sea is being dominated by container traffi c

from Asia, of which a high percentage continues to travel on to

the Baltic States or to Scandinavia by feeder vessel.

5.000 trucks cross the border

The Schleswig-Holsteiner transport minister wants cooperation

between the different modes of transport:

- Cooperation between the various traffi c carriers plays a leading

role in the transport chain all the way from shipper to recipient. It

is vital to distinctively defi ne interfaces among the traffi c carriers

and to standardize proceedings, he says and adds:

- Highways continue to be the number one mode of transporta-

tion. This is shown by the fact, that nearly 5.000 trucks are cross-

ing the German-Danish border on a daily basis. Additionally the

great seaports are important logistical transport hubs. Of course,

there is competition between the different forms of traffi c carriers

and even among single traffi c carrier groups. Ultimately all forms

of traffi c carriers will be needed to manage the increase in traffi c

volume.

Jost de Jager points out that the northern German ports in North

Germany have not yet returned to their former output, but still

need to be built out.

- For the northern German ports – as can be said for all ports –

the crisis in 2009/10 resulted in a noticeable reduction of ship-

ments. The levels they reached before the crisis have not yet been

achieved, there still are free capacities. Nevertheless, the North-

German ports will have to expand accordingly to the increase in

shipment volume. The necessity to expand also is a result of the

large-scale off-shore wind parks in the North and Baltic Sea. At

the same time, the capacities of seaport-to back-country-traffi c

have to be expanded. Also, the port approach-routes from sea

require adjustment, he states.

Innovation in transport

The expected increase in freight traffi c calls for innovation, the

transport minister underlines:

- The estimated German increase rate for freight traffi c for 2025 is

ranged at 71%. For highway traffi c, the estimate shows an even

higher increase of 84%. Being a transit state, Schleswig-Holstein

has to prepare itself to those fl ows of traffi c starting immediately.

Due to fi nancial and economic reasons, further development of

our infrastructure is limited, he says.

- Therefore, we need to make the best possible use of infrastruc-

ture already available, in order to reduce the necessity of expand-

ing our infrastructure. That is why Schleswig-Holstein partici-

pates in innovative traffi c concepts, i.e. longer and heavier trucks

(25,25 meter trucks, in German: Lang-LKW). Regarding freight

traffi c by ship, continuous increases until 2025 are expected for

German ports. Regarding passenger traffi c increasing numbers

are expected for ferry and cruise traffi c.

Shipping must contribute

At the same time the environment is important for Jost de Jager:

- Economic and traffi c expansion need to be fashioned to be com-

patible with our climate and our environment, in order to affect

quality of life as little as possible. Therefore, traffi c has to be as ef-

fi cient and energy-saving as possible. In order to reach this goal,

shipping traffi c has to contribute as well, the minister underlines.

- For the Baltic and North Sea emission control areas with tight-

ened emission regulations have been established. Beginning in

2015, the permitted content of sulphur in diesel fuels will be low-

ered remarkably once again. However, we have to keep in mind

not to force traffi c from the seas back onto the highways by imple-

menting excessive or sudden regulations, Jost de Jager warns.

- This would not help in preserving our environment at all, as ships

are without a doubt the most energy-effi cient mode of transporta-

tion, he says.

By Finn Bruun

Transport minister in Schleswig-Holstein:

Making ready for a strong growth in transportIn Germany road transportation is still number one, and as a transit country

with strongly increasing traffi c in sight Schleswig-Holstein need innovative

transport concepts – modular concept trucks for instance. Shipping is ex-

pected to increase, and minister of transport, Jost de Jager, Kiel warns not to

press more cargo from sea to land through excessive sulfur-regulation.

4 Daily news on www.danishmaritimemagazine.dk

New Managing Director for Danish Maritime

New Managing Director for Danish MaritimeDeputy director Jenny N. Braat is replacing managing director

Thorkil H. Christensen who has chosen to retire after 36 years

with Danish Maritime.

Mrs. Jenny N. Braat has worked for Danish Maritime since 1989

and has broad experience within the maritime industry, and is

also a member of the Advisory Board for Danish Maritime Maga-

zine .

She is known in the industry for spearheading many initiatives for

the association, she has been stationed in Brussels for a number

of years as manager of the association’s offi ce there, and she is

highly regarded internationally as an expert on the maritime mar-

ket – one of the strengths of Danish Maritime. “Mrs. Braat’s solid

maritime experience both nationally and internationally, along

with her political fl air guarantees that Danish Maritime undimin-

ished will continue its effort to advance the competitiveness of

the Danish maritime industry,” says Thomas S. Knudsen, chair-

man of Danish Maritime.

Mr. Thorkil H. Christensen started his career with Danish Mari-

time, then known as The Association of Danish Shipbuilders,

on 1 December 1974. Back then, he had only just fi nished his de-

gree in economics. The association was to provide him with a long

and exciting career. In 1990 he was appointed managing director,

hence he has been in charge of Danish Maritime for more than

20 years.

”With his long experience in Danish Maritime Mr. Thorkil H.

Christensen has built up invaluable knowledge in the maritime

fi eld. His comprehensive insight into the trade, his broad network

along with his diplomatic and pleasant disposition has been a

great strength for Danish Maritime through the years. Therefore,

it is somewhat sad to say goodbye to Thorkil, even though both

the association and I feel that he rightfully deserves a full retire-

ment with ample opportunity to explore his pastime interests”,

says Thomas S. Knudsen. He continues: “We are pleased that

Danish Maritime will, also in the future, be captained by a highly

competent director in the form of Mrs. Jenny N. Braat.”

Danish Maritime marks the change with a reception on 23 August

2011, 1-3 p.m., at the address Amaliegade 33, Copenhagen,

where both Mr. Thorkil H. Christensen and Mrs. Jenny N. Braat will

be present.

5Daily news on www.danishmaritimemagazine.dk


The Danish Minister of

Transport has since he

took offi ce had such

an agreement as one

of his top priorities.

- It has taken time to reach the agreement, and at one

stage it looked as though it would not succeed, so I’m glad

that we reached agreement, he says, and mentions its im-

portance for growth and climate on both sides of border.

- This transport has two pillars: In land across the border and

to sea (Fehmarn /Gedser-Rostock) – well four pillars, if we

include the two channels to Sweden and Norway, he says,

and stresses that it is important that all transport corridors

between Denmark and Germany are developed.

Hans Christian Schmidt points out that the discussions

between Denmark and northern Germany are essential.

- The leaders in Kiel headed by Ministerpresident Peter Harry

Carstensen, whom I met recently and Minister of Transport,

Jost de Jager, who participated in the meeting in Tønder,

South Jutland, where the commission started its work in July

are a big part of it all.

- But it was also important that it was an agreement be-

tween two countries, Denmark and Germany, and that

it thus was an agreement between Peter Ramsauer, the

German transport minister and me, he said, adding:

In Germany, some of the tasks are performed by local gov-

ernment, Landesregierung, and others by the federal gov-

ernment. Therefore, the agreement is also linked to Berlin.

- I am just preparing the agenda for the next meeting in Sep-

tember, which will take place in Flensburg. Here we will dis-

cuss aviation, a very important issue down here.

Flensburg would like to be involved in the cooperation, the

Mayor Simon Faber likes the idea. Later we will talk about A11

highway project and Heide, where the Germans have a lot of

work going on getting around of Hamburg, he says, noting

that the project is moving strongly forward.

Ports are important

The Commission has the task of identifying and ana-

lyzing the challenges of cross-border transporta-

tion and infrastructure. The Commission will sub-

mit its recommendations on cross-border transport.

- There’s no doubt in my mind that we need this cooperation.

In South Jutland and Southern Jutland we need – at the

same time - to think at ports (airports and common ports)

in connection with the railroad (freight and passengers),

buses and public transport and roads and highways.

It is crucial that we can come up with an overall recommenda-

tion of the Joint Commission. - We can’t decide what must be

done, but as a commission we can make a recommendation, he

says, comparing the task of the Danish infrastructure commis-

sion, which analyzed the country’s entire transport options.

Environment

Hans Christian Schmidt points out, that environmental issues

are largely regulated by the EU.

- But one of the themes that really means a lot to us, and

fortunately Schleswig-Holstein agrees, is the modular con-

cept trucks (trucks in combined modules at 25,25 meters)

- And here’s the rest of Germany is also on track to join. The

German Transport Minister Peter Ramsauer recently told me

that a traché throughout Germany allowing modular concept

trucks can be expected.

- Modular concept trucks are one of the most environmentally

friendly solutions. If you like the environment you have to con-

centrate on these modular concept truck trains - they limit the

emission of CO2 when huge amount of goods are transported,

he states.

- Moreover, my priority is to ensure that we get more

goods on rail. I think that we at some point come up with

New Danish-German transportation commission:

Danish minister: Growth across the bordersThe Danish-German cooperation in transport plays an important role for

Hans Christian Schmidt, who this summer along with Schleswig-Holstein’s

Minister of Transport, Jost de Jager, has started up the work in a new joint

transportation commission. Among the many themes is the use of environ-

mentally friendly modular concept trucksHans Christian Schmidt, Danish Minister of Trans-port: Cooperation between Germany and Denmark in transport matters has had a fi ne start.



F R E D E R I K S H A V NPhone +45 96 20 47 18

Service and Repair at the Gate to the Baltic

www.maritime-network.dk

The Port of Frederikshavn has a long history of ship-building and maritime service; from dockyards that undertake the repair and maintenance of engines and propellers to electrical, hydraulic and metalwork work-shops and maritime training and education centres.

a recommendation in the Commission that we must fi n-

ish the job between the Jutland stations Tinglev and Pad-

borg - if you really want freight back on trains, he says,

and mentions that he wants to help electrify the line.

Today we have 7 direct train departures between Flensburg

and Copenhagen, where before there was only one, says the

Danish Minister of Transport, who also emphasizes that devel-

opment in ports is important.

The Commission

The Danish German Transport Commission started up its work

on the 5th of July this year.

The objective is to identify and analyze challenges and make

recommendations

Since special commissions and task forces are already set up

for the Fehmarn Belt fi xed link, the Danish-German Transport

Commission will focus on the Jutland-corridor. Its subjects

area all transport issues, cross-border in nature or affecting

transport and traffi c in the neighbouring country, i.e. infra-

structure plus all transport modes (road, rail, waterways, har-

bours, aviation). The commission will give recommendations.

Af Finn Bruun



At the moment growth in Denmark has not really taken off. We

still don’t spell the word economy in capital letters, but that

will change over time, and we can observe that things go quite

well in neighboring countries such as Germany and Sweden,

director of DI Transport Michael Svane says.

He emphasizes that the projections clearly tells that the cross-

border transport will grow steadily in coming years.

- And this – especially in view of the political agenda called

sustainable transport – calls for effi ciency and environmental

and climate considerations. Perhaps with even greater empha-

sis than today, he says.

- But it also provides the opportunity to get a much better in-

teraction between modes of transport. And this is supported

by the international trans-boundary movement itself, he says.

- There is no doubt that Denmark in the long term will evolve

into a transit country.

Paradigm shift:


An effective interaction between the modes of transport – ship and truck -

could give Denmark a new powerful platform for cross-border transport says

head of DI Transport, Michael Svane, who believes that a paradigm shift is

underway in transportation: Slower steaming transport to meet environmen-

tal and climate goals – but always precisely in time.



Therefore, the sustainability agenda together with the fact that

Denmark is increasingly becoming a transit country, suggests

that we use the strong competences we have in Denmark for

instance in form of leading logistics companies, which oper-

ate across different transport modes, Michael Svane says and

names DSV as an example, DSV, which originally started as a

road operator but today is a major player in shipping and air

freight as well.

Danish Platform

He considers Danish shipping a great strongpoint.

- Our competence platform in Denmark relates great-

ly to our important shipping world, where it is a per-

fectly natural thing to work across transport modes.

- So we have a platform in Denmark which makes it possible

for us to be among the leaders in the multimodal transport as

such, he says.

Many expect that truck traffi c and short sea shipping stand

sharp against each other in the competition - not least in the

Baltic area - partly because the coming tough sulfur stan-

dards for ships will put a serious economic pressure on short

sea shipping while at the same time truck traffi c is being

challenged by congestion and - in Germany - Maut-payment.

But Michael Svane does not see this as a major problem:

- I don’t think that competition between trucks and ships will

evolve negatively. On the contrary, I expect - and this is what

we hear from transport buyers as well - that we will see a stron-

ger focus on the environmental side, he says and explains:

- I sense that there is a shift in the market. We have always been

talking about just-in-time. But looking at the maritime focus

these days on slow-steaming, a new agenda is in sight. A para-

digm shift: Today it is no longer necessarily to be the fastest -

but to be there on time. And I think it is a development which we

will see elsewhere in the transport industry, he says, pointing

out that now the focus on lower speed goes for trucks as well:

Slow-trucking

- In the truck transport people are beginning to set up speed

limiters in trucks to a certain speed, that provides a fair saving

in fuel, he said.

- I think we will see more of this while we are experiencing a prod-

uct development where the new module train trucks can play

an increasing role – the same way planes and ships get bigger.

- But all this can only be done effectively if you can cooperate

even better between the various modes of transport, Michael

Svane says.

Transportation Demand

Previously, shipping and truck transport people spent much

effort to convince the world that they alone were the most

environmentally friendly or effi cient, but today where the

agenda much more is about transport chains, than who is ac-

tually carrying the goods, it is the total solution that counts.

That is essential if the industry is going to match the expected

increase in demand for transport when the economic wheels

really come up to speed again.

DI, in its transportation vision that goes right up to 2050,

clearly focuses on the interaction between modes, as a condi-

tion for growth together with improved traffi c connections: It

is vital that Denmark has good access to international growth

markets and that a strong infrastructure ensures that Denmark

will have a central location in a north European growth region

that includes the Øresund Region and northern Germany, DI

states seeing good transport links as key to the North Euro-

pean growth region becoming part of a larger growth network.

This is especially important now that the growing markets in

Asia, South America and South Africa are taking an increas-

ing share of world production due to higher growth rates and

more affl uent consumers, the vision underlines.

By Finn Bruun



For German shipping the question of fi nancing is an important issue. Even

though the shipowners have managed relatively well during the crisis, the

order books are very thin. But when confi dence returns to the world they

have a fi ne starting position. At the same time German shipowners fi ght to

fi nd solutions for coping with the coming emission limits in the North Sea

and the Baltic Sea. Nevertheless optimism is there in both fi elds.

Coping with fi nance and sulfur:


Optimism in German shipping and the

effort to solve the challenge of sulfur

emission limits.



The German shipowners are currently relatively optimistic.

As director and head of information Max Johns, Verband

Deutscher Reeder, puts it:

- The recent past give some reason for optimism. The severe

crisis went relatively well and looking forward the prospects

in near and midterm future are pointing in the right direction.

In German shipping the largest single issue has been the

question of fi nancing ships both on the banks side and the

equity side.

- We are very confi dent that we have a good and stable sys-

tem that is fi t for the future and probably will remain the main

source of ship fi nancing. - But it is obvious that everything is

more diffi cult today when it comes to ship fi nancing

- On the equity side the system has been based on private

investors and their willingness to fi nance. Some of them have

been burned og maybe become more realistic though experi-

ence – including bad experiences. So they have been more

hesitant last year and this year making it particular more dif-

fi cult to obtain new equity. But we are convinced that this will

be better as soon as the confi dence returns, he says.

Good start position

- On the banking side we know that it has been diffi cult for

them as well. They are not to blame. They have been helpful

to us in the past and will probably be that again, when things

get better, Max Johns states.

- The German shipowners have been extremely hesitant to

order new ships. Other countries have done that a lot more –

even in the middle of the crisis, but here in Germany we barely

did so at all. You could say that it has been a healthy period

of non-ordering. We had an outstanding order book for new

ships, but it has decreased. This means that we will have good

start position in a couple of years, he adds.

No studies

- When it comes to environment we have been dealing with

two issues – the IMO and the sulfur problem, he explains

- We are very happy with the IMOs fi nal solution for the EEDI

index. We believe that such IMO-regulation on a global scale

is fi ne – as long as it applies to everyone.

It would be harmful for European shipping if EU would fi nd any

unilateral solution for CO2 for European shipping. We strongly

believe that this would harm us.

So we are struckling to fi nd solutions regarding the sulfur is-

sue that follows the IMO decision for some years ago involving

the North Sea and the Baltic Sea. We found that nobody had

done any investigation studies on what would be the practical

terms of the limits. Therefore we – together with the ministry

of transport – commissioned a study of this. The study shows

that the limits will have a huge inpact. It will move a lot of

cargo from sea to road, which is exactly what was supposed

not to happen. The goal is to move cargo from road to sea,

and now the emissions limits will trigger a lot of cargo going

back to roads.

- So we are now discussing with the ministry of transport how

this can be avoided.

– We don’t believe that the Marpol regulations can be - or

should be - changed in any way. Therefore we look for practi-

cal means to lower the negative effect of the impact.

My impression is that we can fi nd solutions for new built

ships. There are a lot of new technical installations that can

be used, he states.

Hope for exception

- But we have a number of ships that cannot technically be ret-

rofi tted. It is mainly ro-ro ships transporting trucks - we really

have lots of them in the Baltic. That is problematic.

- Both for those ships which can’t be fi tted and those which

would become so enormously expensive that a truck trans-

port would be chosen – a trip from Kiel to Saint Petersburg is

a long stretch and It would be environmentally costly – ships

would be a much more intelligent solution.

We are negotiating how to fi nd a softer way to solutions for

old ships and look at every single one to see which can be ret-

rofi tted and which can’t: Only those which can’t might have

an exception.

It is heavy political work, but we have become more optimis-

tic. It seemed almost impossible half a year ago. But it ap-

pears that our lobbing has turned the ministry around. Now

they see that this emission limit can’t be implemented just as

it is. They too are trying to fi nd exceptions. How large or small

we don’t know. There we will have to see, but we are negotiat-

ing to identify the ships that need an exception.

German growth

Germany has a fi ne economic growth compared to many other

countries.

- The German growth rate might help us here and there, but

we are so strong in international container trade – most of our

ships are containership and depend on the world trade – that

the fi gures for a any single country matters little – besides

only few of our ships are depending only on the German trade.

We need growth rates on a much larger scale, Max Johns says.

By Finn Bruun



DFDS has activities in many fi elds in Germany. Besides logis-

tics activities, DFDS has several major shipping lanes from Ger-

man ports. One of them is Cuxhaven- Immingham.

- It’s a great route, including transport of new cars from German

car industry to the UK market. This is especially goes for BMW,

where our ships carry the production that goes to the UK mar-

ket. The cars are distributed from our terminal in Immingham,

DFDS’ Information Manager Gert Jakobsen, who also counts

Opel cars and Kia cars as well as normal transport of trailers.

- We have a reasonably large set-up in Cuxhaven, although it is

not our own terminal, he says.

Also passengers to and from Germany plays a clear role for the

company.

- A core activity in the German commitment is service from Kiel

to Klaipeda with daily departures. It is a major freight route

which also carries passengers aboard the combined ro-pax

cargo and passenger ships.

- Here we see a very strong market for our passenger service.

In the freight market, we have a pretty strong set up from Kiel

to Klaipeda and back, as we serve a very large hinterland with

this route, he says.

Kiel is fi ne

- Kiel is a good harbor with a fi ne location - even compared to

the busy north German roads, and equally important: the heav-

ily traffi cked roads in Poland.

- When Polen and Russia had a confl ict of driving licenses,

where Poles had not been quite willing to give the Rus-

sians the necessary driving permits through Poland, we

suddenly had a lot more goods to sail, because the Russians

had to use sea, as they did not have permission to pass through

Poland.

And it is actually also the reason why we this spring started up

between Kiel and Ust Lluga, which is the port that is located

best for St. Petersburg, at the south coast of the Gulf of Finland

in Russia west of St. Petersburg.

Here we sail with “Kaunas” Kiel, Sassnitz, Ust Lluga.

Sassnitz has an important railway-sys-

tem, which will also be able to

take wagons, when licenses

are in place. It is a very exciting development, Gert Jakobsen

stresses.

- And then of course we have Kiel-Karlshamn-Saint Petersburg,

as well as Sassnitz-Mukran- being also an old railway route -

to Klaipeda. But Mukran is special, because here you have a

system that can switch between Russian and European railway

gauges.

German yards

- But it is not only shipping lanes that are interesting to us in

relation to our neighbour to the south.

- We are also close to being one of the major consumers of

German shipyards. We have our six good ships with fl ower

names such as. “Begonia”, built in Flensburg. Fine ships from

2004, 05 and 06, three of which now have been extended at a

shipyard in Bremen, and currently we are building two ships

in Stralsund. They will be included in Ark fl eet, and thus used

for everyday in the DFDS fl eet as well as for military transport,

whenever required - typically in connection with exercises:

transport of equipment, vehicles, hospital equipment, etc. It

is based on a contract with both the Danish and the German

military to provide up to fi ve ships.

The two new ships will be custom-built with special

equipment like side gate, special lifting gear and ex-

tra large fuel tanks. They have just been laid down on.

The quality of the German yards is good, and besides they are

quite close. It’s easier than hav-

ing to follow up the building pro-

cedure in the East. However, we

have also been building ships in

China, including four new ships

that we have on the charter, he

says.

North Germany is important:

DFDS strengthens its position in the BalticsGermany plays an increasingly important role for DFDS both in terms of lo-

gistics and shipping routes. And DFDS is major consumer of German ship-

yards. Growth strongest in the Baltic Sea.



Economy

Gert Jakobsen point out that there has not yet been any dra-

matic economic upswing in Denmark. It goes up and down.

- But we have seen growth in the Baltic as well as the North Sea,

where the trend is that growth has been strongest in the Baltic

Sea. But on the other hand, it was there the crisis started and

where we had to be quick to adapt our operations.

- In Karlshamn-Klaipeda we sail with three ships, and we run

a great route from Copenhagen to Fredericia Klaipeda, and

fi nally there is our route between Ystad and Swineousche,

which is served by Polferry. So Baltics is a big market for us.

- It is a very competitive market, where we also have signifi -

cant challenges with sulfur directive in 2015, where we actually

have to shift from crude oil to marine diesel, which costs up to

100 percent more.

- In this fi eld we work with different tools. We hope to gain time.

2015 is simply too early for us to be ready with solutions. We

can therefore expect a push in traffi c from sea to land, and it

will be to no benefi t for infrastructure or environment that the

road system will be further burdened.

- But we take many initiatives to solve the problem including

an investment in the installation of a so-called sulfur scrubbers

developed by Aalborg Industries. We test them on our ships.

The results are good and a scrubber can solve part of the prob-

lem, but it does not fi t all ships, so we are still looking for other

opportunities.

Liquefi ed natural gas has been presented as an option. But it is

a diffi cult process. Not all ships can use it, and the use requires

establishing of a distribution network.

We are therefore facing great challenges in an important mar-

ket for us, where we also play an important role as a shipping

company. And here Kiel is a real good port for us.

The right time

- One of our many environmental initiatives is a special com-

puter program Seaplanner, installed on all our ships, which

via input about depth, currents, wind, wave height, etc. can

defi ne an optimal route and speed to a minimum of fuel con-

sumption. Furthermore we have introduced measures to re-

duce the harbor lie time, so the ships stay longer time at sea

and thus move with lower speed and oil consumption.

- We can’t just arrive when we want. There are people who

are waiting to load. That’s how it works in our type of trans-

portation. And we can’t sail until the cargo has arrived.

- Therefore, we have very clear agreements about when to sail

and arrive so that we, within the framework, may change the

schedule in favor of longer time at sea. The interesting thing

for customers is not when the ship leaves. For the truck owner

is the key when he must deliver his load, and when he can

get it.

- So if you minimize the time spent in port for example through

far better procedures at the port, better communication be-

tween ships and land forces and better land-systems, you

may reduce from eight hours to perhaps six hours and thus

save two hours on one voyage alone.

Can you further reduce in the second port, so you can get

more time at sea - and the speed is of course crucial for oil

consumption, Gert Jakobsen states.

By Finn Bruun



The council’s booklet “Cleaner Shipping - Water transport”

does not come with new revolutionary research fi gures, but

gives an updated version of the current challenges facing the

shipping industry - and which Denmark is among the best in

the world to handle.

So even though the reception in the media mostly focused

on a stated lifeyear-shortening effect in the country as a

result of ships’ - the fewest of them Danish - emissions near

the Danish coasts, it is nevertheless a rather sober paper, aim-

ing for solutions.

The report states that the necessary steps to limit emissions

- both CO2, NOx, and SOx - are best taken through an inter-

national body like the UN International Maritime Organization

IMO, so the rules are global - and therefore apply to all ships.

The suggestion is, that Denmark - who already plays a very ac-

tive role on the environmental issues - must intensify its pres-

sure in the IMO for environmental regulation in relation to CO2

from shipping.

As one of its direct proposals The Ecocouncil wants to intro-

duce a voluntary eco-label - a bit like known from the refrigera-

tor - as a market-based regulation. Thus shall it be transparent,

how much pollution a given cargo creates.

It can be done via an eco-labeling of ships from AE, the Coun-

cil points out:

- The labeling should be based on air pollution reductions

compared to a baseline pollution e.g. determined on basis of

how much a similar “average” ship pollute in 2012.

To achieve a D-labelling a ship would have to reduce its emis-

sion of CO2 by minimum 30 percent, SO2 and NOX emissions

by min. 80 percent and particle emission by min. 50 percent.

B-label would require a combination of biofuel/biogas with a

very low content of sulphur combined with several technical

solutions. This is on the edge of what is possible today. A-

labelling would require new technology.

Danish standards

The Ecocouncil’s leafl et acknowledges Denmark’s high state of

technology in this fi eld:

Denmark has a unique position in relation to shipping and

technical solutions to reduce air pollution from shipping, be-

cause Denmark is hosting the largest container shipping com-

pany in the world, the largest supplier of ship engines and

several leading clean-tech companies within fl ue gas cleaning.

In this connection, Denmark has developed several strong

Organic shipping:

Proposals on environmental labeling of shipsIn a new release, the booklet, “Cleaner Shipping”, the Danish Ecocouncil

(Det Økologiske Råd) focuses on various emissions from ships to the atmo-

sphere, and what can be done. It is a subject that has long been strongly in

focus by the Danish shipping industry.

New technology and new ideas are

essential to reduce emission.



research and consulting communities in relation to mapping

and reduction of air pollution from shipping.

- At the global level, Denmark is known as a leader in both

the maritime and clean-tech, the report says stating that this

could enable Denmark to exploit competitive advantages of

further environmental regulation of shipping.

These benefi ts could be reaped by:

Collecting and wherever possible coordinating interests

in relation to greener shipping among the actors in the

Danish maritime sector i.e. shipping companies, con-

sultants, research institutions, technology providers,

ports, governments and environmental organizations.

This also calls for a much more intense global marketing

of Denmark as green maritime nation - both in relation to Dan-

ish companies and in relation to related clean-tech compa-

nies in consulting, research and environmental technology.

Sinner

Today the shipping industry carries about 90 percent of global

transportation of goods and is thus fundamental to the entire

international trade.

But transportation effort as great as this natural means that the

contribution to global pollution must be considerable as well.

The report will not appoint, however, shipping as the sinner in

comparison to other modes:

Compared with shipping emits goods transport by train 2-5

times more CO2 per year per ton of transported goods, while

goods transport by truck emits 5-15 times more CO2. Com-

pared to global warming is shipping so a relatively favorable

mode, is the conclusion which, however, warn that shipping

simultaneously emit several hundred times more SO2 and par-

ticulates than modern trucks per. ton of transported goods, and

10 times more NOx, the report says.

Lost Life years

On the tougher side he Ecocouncil accuses shipping for caus-

ing an air pollution each year in Denmark leading to about

4,000 years of lost living.

The waters around Denmark are passed by 100,000 ships.

And when the big container ships operate only 8-12 meters

per liter of bunker oil, it means that huge amounts of bunker

oil is burned in Danish waters creating high air pollution -

more than the pollution from all the Danish land-based sourc-

es. The council considers health effects to be at the economic

costs of approx. 3 billion Danish kroner annually in Denmark.

The good guys

The Danish Shipowners’ Association, which for years has

focused on an increasingly strong climate and environmen-

tal commitment - also as a competitive parameter, notes

that the Ecocouncil points out that environmental regula-

tions must be implemented at international level in the IMO

Nations and the idea of eco-labeling is called interesting.

The IMO has as a matter of fact recently adopted a

Danish-inspired proposal for a design index for new

ships, which calls for more environment for new ships.

On the other hand, the Deputy Director of the Danish Ship-

owners’ Association, Jan Fritz Hansen, points out that the

report with its striking statements about the harmful ef-

fects of air in Denmark, is to be shooting at the wrong:

- We totally agree on the need for international solu-

tions to the maritime environment and climate impact,

and that there is still much to do, although we are on

the move. The labeling can be a refreshing idea and we

are not opposed, although we probably would prefer to

see this kind of actions undertaken by the IMO, he says.

- But when it comes to the report’s lifetime calculations,

we must say that they look a little odd. The use of re-

sults from environment studies is not fair enough in our

opinion. And the air is has become cleaner, although we

are not yet at journey’s end. It’s not black on black. Ac-

tually woodburning stoves are not better than the inter-

national shipping, and besides: Most ships that pass

through our waters are not Danish, he says and continues:

- So we are disappointed that a Danish report published in

Denmark gives all the blame to Danish shipping, which is ef-

fectively the nice kid. At this point the analyses are exagger-

ated. It should never be a pretext to doing nothing that we

have come so far as we are with the environment. We must

continue. But it was probably more reasonable to focus on

countries that oppose environmental regulation in the IMO,

Jan Fritz Hansen says.

By Finn Bruun



Danish Shipowners’ Association thus rejects the Det Økol-

ogiske Råds, Danish Ecocouncil’s alarming statement

about ships’ air pollution and the consequent living years:

“It is not true that air pollution from shipping in the waters

around Denmark are or are likely to be signifi cantly larger

than from all land-based sources. On the contrary. In 2009,

Danmarks Miljøundersøgelser (National Environmental Re-

search Institute) prepared a study of ship emissions in Den-

mark. The years 2007 and 2020 were compared to elucidate

the effect of the rules adopted by IMO in 2008. The Ecocouncil

refers to this report and uses some of its results and charts

- but in a rather selective manner. National Environmental

stresses that the air in Denmark as a whole is expected to be

signifi cantly cleaner in 2020, and shipping’s part will over-

all be less. In conclusions of the report the following is said:

“SOx: The concentration of SOx in Denmark is expect-

ed in 2020 to represent 6% of 1990 levels, equivalent

to 1.5% of the EU limit. Because of the IMO rules, 11%

will come from shipping in 2020, which is comparable

to the fact that shipping in 2007 accounted for 33%.

NOx: The concentration of NOx is highest in Copenhagen. Be-

tween 2007 and 2020, the total concentration will decrease

Shipowners respond to air pollution-criticism


In a memo Danish Shipowners’ Association questions some key points in

the Danish Ecocouncil’s new booklet “Clean Waterways”. Although the ship-

owners acknowledge some interesting suggestions including on eco-label-

ing of ships and the council’s call for increased international environmental

efforts through the IMO, there is serious criticism of the council’s use of data

from environmental studies. The fi gures are used selectively, the criticism

says.

Danish ships are among the most modern in the world, at the shipping

companies welcome high international standards for their performance.



by 44%, but this decrease is mainly due to large reductions

for land-based sources. Transportation requirements are ex-

pected to increase by 15% over the same period, and IMO

rules will almost be able to counteract the corresponding NOx

pollution from ships, so that shipping emissions in 2020 are

only slightly larger than in 2007, although much more will be

transported. Due to the large reductions expected on land,

shipping’s share will increase, but the air will be much cleaner.

PM2,5: The concentration of fi ne particles PM2, 5 are also ex-

pected to be reduced in the period. In Copenhagen, the ship-

ping industry’s share in 2020 will be 7%. “

Labeling

However the Danish Shipowners ‘Association has a much

more positive approach to the Ecocouncil’s proposal for a

voluntary labeling system for ships’ cargoes. The Shipown-

ers’ Association has itself touched on a similar mindset.

“It is in many ways a fi ne idea. Danish Shipowners’ Asso-

ciation has helped to bring forth a similar idea which here

in July resulted in the International Maritime Organization,

IMO adopted binding global rules that will make new ships

by 30% between 2025 and force existing carriers to keep

records of fuel saving measures on board. Shipping is thus

the only sector covered by binding global climate rules and

regulations, rules that even gives a corresponding reduc-

tion in shipping’s emissions of particles, NOx and SOx “

The report shows that the shipowners believe that a globally

binding regime would be more effective than the system the

Ecocouncil is proposing. A voluntary labeling, which supple-

ments the mandatory rules, will be a good tool for those com-

panies which will directly market a green profi le.

In perspective

The Ecocouncil emphasizes that the loss of life years

in Denmark as a result of international shipping is

4,000. The shipowners association will not downplay

the number but want it to be in perspective, and adds:

“Danish ships are among the most modern and environmen-

tally friendly, but unfortunately very few of them are sailing in

Danish waters, which is in turn crossed by ships from all other

nations. International rules is therefore the only solution - as

pointed out be the Ecocouncil as well “.

It is, however, remarkable, that the effect of the impact from

shipping’s emissions is at the same level as the popular wood-

burning stoves in the Danish households.

By Finn Bruun


IMO adopts mandatory global climate regulation for shipping

“The Danish Shipowners’ Association welcomes the adoption

of the fi rst ever mandatory global GHG regulation for ship-

ping. Not only does it make shipping the fi rst sector to be cov-

ered by a global GHG reduction regime it also proves that the

IMO and the majority of its members are willing and able to

make progress on the climate change issue. This is the fi rst

step and a supplementary market based measure is already in

the pipeline”, says Maria Bruun Skipper, consultant, Danish

Shipowners’ Association.

“The EEDI sets technical standards that will improve the en-

ergy effi ciency for new ships compared to ships of the same

type and size being build today”, explains Arne Christian Mik-

kelsen, naval architect, Danish Shipowners’ Association. The

regulation comes into force in 2013, and in an initial period of

two years ships shall be build more effi ciently than the aver-

age of similar ships. The next fi ve years an additional 10 % ef-

fi ciency improvement is required, then 20 %, and in 2025 new

ships shall be 30 % more effi cient than the ships build today.

“This is a signifi cant step forward in reducing CO2 emissions

from ships, and a 10 % improvement every fi ve years is cer-

tainly challenging but not unreasonable in view of the current

technological development”, he adds.

The new regulations were not adopted by consensus. The IMO

rules of procedure gives each state one vote and decision can

be taken by a majority, but this is a very rare situation. Under

normal circumstances it possible to fi nd a compromise, which

the minority can accept, so that decisions can be taken by

consensus. However, before the adoption of the regulations

went a prolonged and sometimes fi erce debate that refl ected

a political polarization between developed and developing

countries. A group of developing countries, led by China, In-

dia, Brazil and Saudi Arabia, adhere to the belief that any GHG

regulation should be based on the principle of “common but

differentiated responsibilities” – the fundamental principle of

the UNFCCC which in practice means that they do not want

any binding climate regulation which is applicable to ships

registered in developing countries. The majority, however,

supports the IMO principle of “no more favourable treatment

of ships” as this is the only way to preserve a level playing

fi eld. Late Friday 15 July Saudi Arabia called for a vote, and

the result was that 48 States were in favour of adoption, fi ve

against and 2 abstained.

“So even though the IMO deviated from its normal way of de-

cision making i.e. consensus, a solid majority stands behind

the decision”, says Maria Bruun Skipper. The European Com-

mission has already announced that should the IMO or the

UNFCCC not agree to a market based measure before the end

of 2011, the Commission will table a proposal for a European

regulation in 2012. “It is of utmost importance that any cli-

mate regulation is effective and possible to enforce, and that

is why the global industry shipping - as well as the climate - is

best served by global regulation. EU or any other regional reg-

ulation will simply neither be adequate nor enough”, fi nishes

Arne Mikkelsen.

IMO adopts mandatory global climate regulation for shippingThe International Maritime Organization (IMO) has adopted an ambitious

package of technical and operational measures to reduce CO2 emissions

from ships. This happened when the Marine Environment Protection Com-

mittee (MEPC) met from 11 to 15 July. More precisely the regulatory package

consists of an Energy Effi ciency Design Index (EEDI), which will require that

ships build in 2013 and onwards are designed more effi ciently and a Ship

Energy Effi ciency Management Plan (SEEMP), which will stimulate more ef-

fi cient operation of all ships.


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Director Peter Klarmann, Neuer Hafen

Kiel-Canal says: We believe that the out-

look is really good, not least because we

are so well located between the North

and Baltic Sea. We are specializing in

heavy load and the wind turbines with all

what it takes, he says, and emphasizes

that the Neuer Hafen Kiel has a large in-

dustrial and commercial area with stor-

age options attached

- This is offered to companies who

need heavy transportation. The port

has an unique capacity in cranes

for lifting tasks, he says and adds:

- Today, this port is the only dedicated

heavy freight port in northern Germany.

However, Peter Klarmann does not rule

out that small cruise ships and ferries

might be an option. After all the location

is in the heart of Schleswig-Holstein.

Economic sea

- When it comes to heavy goods and

wind turbine parts such as turbine

blades, the sea is both cheaper and

more ecological, he says, mentioning

that also the coming Fehmern proj-

ect is interesting for Neuer Hafen Kiel.

- Probably not directly on the produc-

tion side, but the number of tasks is

so big and extensive, that we expect to

be able to make a contribution. We are

certainly ready, Peter Klarmann says.

The port is part of the network Hafen-

kooperation Offshore Hafen Nordsee

Schleswig-Holstein, and is also involved

in the wind turbine cooperation Wind-

comm and expects a boom in this activity.

The port is located in Osterrön-

feld at Rendsburg directly to the

Kiel Canal, which remains one of

the busiest waterways in the world.

Peter Klarmann underlines the port’s

proximity to waterways and especially

the highway system and waterways

- with quick connections to Scandi-

navia, and near the Hamburg area.

By Finn Bruun

Neuer Hafen Kiel:

Heavy duty and wind turbinesNeuer Hafen Kiel has high hopes for the future. The

economy goes well in Germany and there is a clear

expectation that transport is increasing. The harbor

is mainly focusing on heavy load, wind turbines and

associated logistics.

Heavy Goods and wind turbines will play

an important role for heavy freight har-

bor Neuer Hafen Kiel-Canal.

Documents

Danish Maritime Magazine 04-2011