MARITIMEMAGAZINE

DANISH

Stronger European commitment to combat piracyShipping – Denmark’s biggest export businessSecurity rules ought to be revisited

5 - 2011

ERHVERVSMAGASINERNE

are taking

hostageSomali pirates the world

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EditorRené Wittendorff rw@erhvervsmagasinerne.dk

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Printing: PE offset A/SLayout: Michael Storm, DesignuniversImage editing: Nini Wittendorff Next issue: 14th of December 2011

Copyright

5-2011

5 The Pirate season is approaching

6 The European Parliament:

Stronger European commitment to combat piracy

8 Piracy: The long term solution must be found ashore

10 Employers and employees:

Traditional opponents join forces

12 EU naval force We are not at war with the pirates

14 Clipper Group on piracy: Time for international action

16 Danish security company on piracy problem:

Not solved within the next fi ve to 10 years

18 Shipping – Denmark’s biggest export business

20 The signifi cance and development of

“The Blue Denmark”

22 No technological revolution for ships

24 Security rules ought to be revisited

26 Greece and Denmark agreed on cooperation on joint

WEB-marketing of the European Short Sea Shipping

28 The Blue Conference 2011

Daily news and free E-mag on:

WWW.DANISHMARITIMEMAGAZINE.DK

MARITIMEMAGAZINE

DANISH

Stronger European commitment to combat piracyShipping – Denmark’s biggest export businessSecurity rules ought to be revisited

5 - 2011

ERHVERVSMAGASINERNE

are taking

hostageSomali pirates the world

The size of the area and the lack of opportunity for frequent port calls require that vessels receive sup-plies by sea. Here HDMS ESBERN SNARE gets fuel from the tanker HMS Patuxent

Stra

tegi

c Fo

cus

Are

as

Major expansion from 2005 – 2015Port of Skagen is at the half way point of a ten year project with the strategic aim of completing a major expansion of the harbour.

The following is planned for the coming period, 2011 – 2015: More than a doubling of the width of the entrance to the habour from 80 to 175 m, an increase of the water depth from 9 to 11 m, the completion of a new harbour basin, the building of a new 450+ m quay and new 1,5 km breakwater, in addition to possibly a new dry dock.

At present areas directly along berthing areas are fully ready and available for new businesses.

Cruise Ships and TourismPort of Skagen is ideally situated geographically for cruises in the Norwegian- and the Baltic region and the city of Skagen and surroundings express itself as an attractive and pleasant destina-tion for guests onboard the cruise ships.

When the planned new facilities are ready for use, larger cruise ships can be berthed at Port of Skagen.

Maritime Service IndustryPort of Skagen - in cooperation with Service Team Skagen Havn, including Karstensens Skibsværft A/S - offers a one-stop service concept at this very “top of Denmark” for fishing vessels, merchant vessels and yachts.

The planned expansion will enable vessels larger than 300 m to be docked and serviced. The expansion is also expected to lead to the establishing of a bunker terminal for fuel oil.

Fishing and Fish ProcessingPort of Skagen is the largest fishing harbour in Denmark and the premier port in Europe for the landing of pelagic fish – primarily herring. Port of Skagen also houses the largest fish meal factory in Denmark with an annual production of approximately 125,000 tons of fish meal and fish oil exported to more than 60 countries.

The planned expansion of the harbour will make it possible in the future to accommodate a larger number as well as bigger sized fishing vessels.

Cargo and TrafficPort of Skagen is an important transit center for products and goods from approximately 550 cargo vessels a year. Each year the port has about 100 bunker calls and handles over 294,000 tons of ship cargo.

The planned new harbour facilities will enable that much larger vessels, i.e. oil tankers and cruise ships, can be berthed and serviced in the future.

Port of Skagen is investing in a substantial expansion of their facilities in the next four years with the aim of strengt-hening existing industry and attracting new business.

This expansion will enable Port of Skagen to accommodate more and larger vessels (300+ m and drafts up to 11 m), i.e. bigger fishing vessels, oil tankers, general cargo vessels and cruise ships.

Port of Skagen - Future Growth

3D illustration of new harbour expansion at Port of Skagen

PORT OF SKAGEN

www.skagenhavn.dk

New reports show that the activities off the Horn of Africa are

intensifying, but this time the tendency seems to be that the

pirate attacks in increasing number are repelled by armed

guards onboard the merchant vessels.

This makes it even more dangerous for ships to ignore the

threat, and force the shipping companies to generally employ

armed guards when passing through the Bay of Aden and still

wider parts of the Indian Ocean. This is a highly costly initia-

tive and the Danish shipowners estimate the overall cost of

piracy to be more than 15 billion DKK.

Yes from new minister

The minister of justice in the new Danish government, Morten

Bødskov, has as one of his fi rst actions promised that bureau-

cracy should not prevent Danish ships from using the neces-

sary tools in the counter-piracy effort in pirate waters.

He has announced that he will discuss the matter with the

Danish Shipowners’ Association, acknowledging that the pi-

rates are a serious problem.

Danish shipowners want the same non-bureaucratic access to

obtain arms permission as Norwegian and Singapore fl agged

ships have.

The chairman of the German shipowner’s association, Mi-

chael Behrendt, recently estimated that the overall cost for

shipping companies and the world community is as high as

between 28 and 45 billion DKK each year.

The enhanced business practice of Somali pirates bringing at-

tacks further out in the Indian Ocean makes, however, protec-

tion even harder. The naval efforts have to be spread wide out

making an effi cient patrol task almost hopeless.

Michael Behrendt compares the situation to letting 40 police

cars patrol the entire European net of highways.

A massive effort

Shipping companies, specialists, and organizations agree

that the solution is a combination of military/armed pre-

paredness and a strong political and humanitarian effort in

Somalia herself.

The task, however, is so huge no single industry or country

can handle it. The job must be done in short term, middle term

and long term involving a whole range of activities.

The Danish government has developed a specifi c strategy on

combating piracy which is related to the many issues associ-

ated with the whole piracy problem putting

them into a single broad spectrum of Danish efforts to

strengthen the coordination of the things to be done and en-

sure consistency and context. This strategy is also related to

the Danish Somalia strategy. However, both strategies point

out that Denmark cannot solve the problem alone.

United Nations is working on the pirate challenge and another

of the international players, which can make a difference, is

the EU - experienced in military action as well as in interna-

tional relief and development.

Af Finn Bruun

The Pirate season is approachingWith the monsoon period coming to an end it is once again season for

Somali pirate attacks. This calls for a combined action from all players – at

sea as well as in land. Protection of ships and longtime commitments in

Somalia must go hand in hand, experts underline.

The Pirate season is approaching 5Daily news on www.danishmaritimemagazine.dk

Stronger European commitment to combat piracy

The Danish Shipowners’ Association has for quite some time

been working to draw more international political attention to

the piracy problem, which is considered a challenge reaching

further out than just the shipping industry, urging that more

must be done.

And as the vice chairman of the parliaments transport commit-

tee Peter van Dalen who co-chaired the hearing with Georgios

Koumoutsakos puts it: “This is a results’ debate”, clearly for-

mulating the hopes of the many on the more than 100 partici-

pants from the shipping industry and from the political world

as well as his fellow speakers on the panel, who all found that

piracy is a problem which must be put higher on the agenda.

As Peter van Dalen later explained to Danish Maritime Maga-

zine:

- It is a heavy task to get this issue higher on the European

agenda of Europe, but I am optimistic because we have seen

almost all the political groups of the parliament attending the

meeting and hearing the experts. Now they know that piracy

is a growing problem. Before the hearing I was in contact with

several colleagues and know that they are truly interested in

the new aspects that we are facing now. So we will have a new

debate where we can intensify the discussions.

The discussions will include the Commission, probably with

the participation of the commissioner for transport Siim Kal-

las.

The hearing which was titled “Facing the threat of piracy”

made it clear that at the moment the effort of countering the

piracy problem has had some success. The number of hijack-

ings has come down. Before one pirate attack out of four

reached its goal. Now it is one of every 14. So far no ship with

armed guards onboard has been taken.

Growing problem

However no one expects the problem to go away. On the con-

trary, the reports given at the hearing indicated that the prob-

lem is growing.

Today almost 400 seafarers are hostages. Thousands of ships

and seafarer are in danger when passing through pirate area.

And even though naval forces of EU, NATO and other states

are working round the clock to patrol the Gulf of Aden it has

become increasingly diffi cult to protect shipping traffi c as pi-

rates have extended their operations into the Indian Ocean.

As deputy director of the Maritime Safety Division of IMO,

Chris Trelawny pointed out the problem is not just piracy, but

a lack of maritime control, lack of military capacity and not

least lack of political will to secure the necessary cooperation.

- But this is a situation that the EU can do something about,

he stated.

The role of the EU in countering piracy was a general theme in

the discussions. Not only does EU shipping account for more

than 41 per cent of world shipping, the EU has capacity in all

the fi elds necessary to make a holistic approach: Political,

diplomatic, humanitarian and in development.

Again and again the need for a coordinated effort on all levels

was highlighted during the hearing.

Also the EU stand on the question of armed guards was de-

bated. Today on state after the other – including Denmark and

Norway - allows armed civil guards onboard the vessels when

The European Parliament:

Stronger European commitment to combat piracy- Enough is enough. This was the opening statement from member of

European parliament, Georgios Koumoutsakos when a well attended

hearing in Bruxelles on the12th of October set off to kick start a common

European effort against piracy.

6 Daily news on www.danishmaritimemagazine.dk

Stronger European commitment to combat piracy

passing through pirate waters, and some countries like Spain

and lately Italy are willing to deliver soldiers to protect the ves-

sels during passage.

The EU has accepted that the decision on armed civil guards

on the vessels is to be taken by the shipping companies and

the fl ag states.

However IMO is no strong supporter of the employment of

guards:

- Armed guards protect the individual ship whereas IMO’s ob-

jective is to the secure the shipping industry as such, he said

adding:

- It is true that no ship with armed guards has been hijacked.

But almost the same goes for ships with unarmed guards.

He indicated that the piracy problem must be addressed on

the political level and that the IMO guidelines – including the

Best Management Practice 4 – specifi c to Somalia must be fol-

lowed, while coordination of the efforts on all levels is neces-

sary.

The money

One of the major driving factors behind piracy is the high prof-

its from the ransom money, and D. Lenioir EEAS, European Ex-

ternal Action Service, stated that the job is to change the risk/

profi t balance for piracy, making it harder for the pirates to op-

erate and making them face the consequences of their action.

The discussion revealed that piracy can be well paid. The

Greek shipowners stated, that an ordinary pirate in general

could expect an income of up to 14.500 USD during a fi ve year

long career – compared to an average income in Somalia of

about 500 USD a year.

However it is the backers who make the money, and banks in

some countries were criticized to assist money laundering.

By Finn Bruun

The European Parliament discussed piracy in a hearing at-

tended by more than 100 politicians, representatives from the

shipping industry and organizations.

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7Daily news on www.danishmaritimemagazine.dk

Today everybody agrees that piracy is a truly complex prob-

lem. The solution calls for action on a whole range of issues

at the same time, and in his approach deputy director of the

Danish Shipowners’ Association Jan Fritz Hansen calls for a

holistic way of thinking:

- The effort must combine several initiatives, he stated, and

who can do this better than the EU.

The European Union is a unique place for providing this ap-

proach being a respected stake holder in the region in military

diplomatic, commercial and humanitarian terms.

And this last issue had a special focus at an event in the Dan-

ish Shipowners’ Association’s house in Brussels following the

piracy hearing: ”Facing the threat of piracy” in the European

parliament on October 12.

The Chairman of the Somali Diaspora Organization in Den-

mark, Said A. Hussein, explained the need for a strong effort

to create a stabile situation in Somalia:

- We need to give young people an alternative to piracy.

In the current situation with massive unemployment, hunger

and uncertainty many are desperately trying to provide for

their families, Said A.Hussein said indicating that to them the

thought of becoming pirates is not far away.

- The international community has yet to develop a serious

strategy to combat the problem. The fi rst and most critical

step for the international community is to recognize that the

long term solution on the piracy problem is not to be met by

military means alone.

He stressed the importance to involve Somali citizens in the

different projects, as no one else can enter the complicated

Somalia society in a more effective way. The solution will re-

quire a comprehensive strategy including elements as politi-

cal reforms, economic development and stability in the coun-

try and actively involving the Somali diaspora in these efforts.

The strategy needs to fi ght corruption and create stability and

trustworthy leadership.

Piracy:

The long term solution must be found ashoreA holistic approach to piracy requires hard as well as softer action: Long

term development ashore and robust protection of the ships passing

through dangerous waters. The Danish shipowners are looking both ways.

Said A. Hussein, Chairman of the Somali Danish Diaspora:

- The efforts must involve local Somali people.

Jan Fritz Hansen:

- We need a fi st as well as development

initiatives to combat piracy.

The long term solution must be found ashore8 Daily news on www.danishmaritimemagazine.dk

Pirate recruits

- We must investigate the roots of the problem and fi nd solu-

tions. Until then, the pirate gangs will have a steady supply on

recruits in form of young men – unemployed, hungry and desper-

ate, he said underlining that their wealth as pirates can never be

achieved through honest means.

- In this way the problem never stops, he said.

He himself is involved in a new Danish initiative “Somali Fair Fish-

ing”, where the aim is to train especially young Somalis to enter

into the fi shing industry in the rich fi shing waters in a both com-

mercial and sustainable way. It is a non-profi t project driven by

Danish and Somali experts, business and civil society.

He hopes that the project can provide job and training to young

Somalis and that the project at the same time will show that it is

actually possible to create functioning projects inspiring others to

engage in this kind of task.

- The solution is to be found on land and have to be in coopera-

tion with the Somali people. They must be partners in this fi ght

against piracy, Said Hussein underlined.

The fi st

The other side of the holistic approach is more hardcore. Dan-

ish shipping companies as their colleges in many countries fi nd

it necessary to protect ships and crews by using armed guards

aboard the vessels though the Gulf of Aden and parts of the In-

dian Ocean.

Since Danish shipping has quality shipping as a guideline it is

important that the standard of the guards is high.

One of the Danish players in the security industry involved in

armed protection of ships is Mikkel Runberg, who is managing

Partner of the company Guardian. He is a former member of the

Danish Special Forces.

- We know the risk of piracy is spreading day by day not only in

East Africa but also to West Africa. The problem will not go away

as it has become a signifi cant business for criminals who are de-

veloping their tactics every day, he said.

He welcomes the long term holistic approach.

- The pirates are not playing by the rules, he said calling for politi-

cal attention to the need for the right tools – for shipping as well

as the security industry to deliver a fl exible and robust way to deal

with the challenges.

He stressed that security companies involved in armed protection

of ships are not mercenaries.

- We are social and intelligent people and the politicians should

not hesitate to go into discussion with us to fi nd a liable way for-

ward, he said pointing out that there are many capable security

providers, who need to be backed up by some rules to regulate

the industry in cooperation with the shipping industry.

- The better we are prepared, the better everybody will be pre-

pared. It is all about taking care of people, Mikkel Runberg said.

By Finn Bruun

Mikkel Runberg, Guardian:

- The politicians must provide the tools

through rules for the industry.

The long term solution must be found ashore 9Daily news on www.danishmaritimemagazine.dk

Pia Voss, deputy director of the Danish Shipowner’s Associa-

tion, sees piracy as part of the social area, in which organiza-

tions from employers as well as workers must cooperate.

Therefore, she was pleased to be able to present a common

initiative from the social partners in connection with the Eu-

ropean Parliaments hearing on piracy in Brussels on the Oc-

tober 12.

- I was happy that the social partners actively participated in

the work to meet the challenges from piracy. It is positive be-

cause in some other areas we don’t always look at things the

same way. But in this case we have to fi nd common ground,

she said as she presented a statement from both ECSA and

ETF calling for a holistic, coordinated approach to the prob-

lem.

- The continued surge in pirate attacks calls for action both

at sea and onshore. However, a holistic and coordinated ap-

proach should be taken in order to address diplomatic, mili-

tary, trade and most importantly humanitarian concerns. The

EU is in a unique position to do so, the ECSA and ETF states

calling on the EU to adopt an ambitious and coordinated re-

sponse to the fi ght against piracy.

Both partners are worried that pirates are showing strong ad-

aptation skills altering their modus operandi to increase their

chances of success.

- Moreover, the approaching end of the monsoon season

combined with the current humanitarian emergency in the

Horn of Africa, are concrete elements most likely to worsen

the situation, they stress that piracy is a multifaceted issue,

which can only be resolved with a comprehensive and all-en-

compassing strategy onshore and at sea.

ECSA and ETF believe that the EU is uniquely placed to provide

such a holistic approach. - Indeed, the European Union is a

well respected stake holder in the region in military, diplo-

matic, commercial and humanitarian terms. Few international

organizations have such a scope of activities at their disposal.

However, the EU seems to be suffering from a general lack of

coordination when it comes to addressing piracy and the hu-

manitarian challenges faced in the Horn of Africa, they state.

ECSA Secretary General, Alfons Guinier, strongly believe the

EU could make a signifi cant difference in the area, if it’s dif-

ferent services took a coordinated and concrete approach to

piracy: - This is not only a diplomatic or military issue, but fi rst

and foremost a humanitarian problem, he stated.

Decisive action

EFT Spokesperson Mark Dickinson said:

- We need decisive interventions to defeat piracy and of

course to protect the seafarers. The priority must be that the

seafarers are not placed in harms way. The insurance, legal

and liability questions therefore need resolving in the seafar-

ers favour and governments must move quickly to resolve the

impasse over the carriage of private and or public armed se-

curity guards and support the IMO’s initiatives in this regard.

Strong infl uence

In the Danish Shipowners’ Association’s house in Brussels

Mark Dickinson said that the debate is highly needed. He

mentioned the frustration of the seafarers and he pointed out

that all parties must cooperate:

- When we work close together we are very infl uential.

At the hearing in the European Parliament he mentioned that

the problem was so severe that failing to do anything about

it could lead to risk of some form of global blockade of the

dangerous spots.

By Finn Bruun

Employers and employees:

Traditional opponents join forcesThe piracy problem is such a heavy burden to shipowners as well as seafar-

ers that the traditional differences in opinion between their organizations

have been put aside. Both parties welcome the initiative from Peter van

Dalen and Giorgios Koumoutsaks to activate the debate in the European

Parliament.

Mark Dickinson, EFT Spokesperson:

- We need decisive interventions to defeat piracy.

Traditional opponents join forces10 Daily news on www.danishmaritimemagazine.dk

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The naval force of the EU is doing a highly appreciated job in

the Gulf of Aden though far from possessing the capacity to

protect every single ship against the increasing pirate threat.

However, it was very illustrating, when Rear Admiral Chris-

tian Canova in the parliamentary hearing on piracy was able

to show detailed air surveillance photos of the Somali pirate

camps where boats, outboard engines, fuel tanks and equip-

ment were lined up ready for use.

Nothing would seem easier that to blow up the whole thing

from the air. But that is not an option. Military operations in

land are not part of the international strategy.

As the Rear Admiral saw it, shipping is now in the critical

phase, with the hunting season going in now as the monsoon

season has ended by the end of September.

No actual hijackings

However Christian Canova noted that so far no pirate attack

has been successful.

He stated that searching an area as vast as the Indian Ocean

resembles patrolling the continental Europe in one police pa-

trol car – at fi ve kilometers an hour.

- We have to be imaginative and we have to enter into close

relationship with the merchant fl eet community and the ship-

ping companies to counter the new tactics of the pirates.

- There is good news and bad news. The good news is that we

are containing the threat. This year we have 10 ships and 247

crew members taken hostage. This is actually pretty low. The

lowest was 2006 with six ships. Last year it was 18-20 ships

and more than 400 hostages.

- So my assessment is that EU NAVFOR together with NATO

and others in the coalition are pressing the pirates.

Higher ransom

On the negative side he pointed out, that the ransom payment

is increasing to 108.2 million USD paid in 2011 up till now.

The average is 4 million USD but in some cases up to 18 mil-

lion USD. And it seems that the length of the hostage situa-

tion for the victims is increasing to up to one year.

- The pirates of today are agile, he said.

- We are far away from the small fi sherman going out to sea

in skiff to try his luck. It is now a worldwide crime organiza-

tion like in narcotics crimes. They are well organized. Last year

they used a Russian merchant vessel as mother ship as basis

for attacks far from shore.

Another tactic by the pirates is to use anonymous fi shing

boats and hide amongst groups of ordinary fi shing boats.

The EU Naval Force has a short line of command and attempts

to deliver a fl exible response to the challenges from pirates

based on robust rules of engagement.

By Finn Bruun

EU naval force

We are not at war with the piratesWe are fi ghting a business model not a war with pirates, Rear Admiral

Christian Canova, EU Naval Force in Somalia, said as a member of the expert

panel during the European Parliament’s hearing on Piracy in Brussels. He

saw the engagement of the EU naval forces more like a police operation as

piracy today is organized crime.

We are not at war with the pirates12 Daily news on www.danishmaritimemagazine.dk

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On his part Per Gullestrup has been heavily involved in piracy

problems following the hijacking of one of the Danish Clip-

per Group’ ships, CEC Future, by Somali pirates in November

2008. He does not think that the problem has diminished.

He estimates that ransom payment has gone up, pointing out

that there are signs that the pirates have become more violent:

- Today, a hijacking lasts much longer time than when our ship

was taken, but the good news is that all companies have discov-

ered that the piracy problem exists. My estimate is that most

shipping companies now protect themselves at some level and

follow Best Management Practice 4. That means that many of

them now use armed guards. We have heard fi gures of up to 80-

90 per cent coverage, and that sounds likely in our world, he says.

- We have ourselves decided to use armed guards, on every

single ship sailing through the area. We take no chances what-

soever and I think that many serious minded companies have

the same approach, Per Gullestrup says.

Game changer- The moment you take armed guards aboard you change the

game, because, you make it much harder for the pirates to hi-

jack the ship. In recent days the press has reported three at-

tacks, including one against a Torm vessel, all beaten back by

armed guards. That’s 100 per cent success.

- We will have to see, how the pirates are going to react now

that they face diffi culties.

Recently we have seen that they are going after tour-

ists in Kenya. It might be a fi ne business model for

them, but it means that they must operate on land,

which is harder. This indicates some degree of despera-

tion. They feel that they have to enhance their business.

Per Gullestrup does not expect armed guards on merchant

vessels to trigger any escalation from the pirates’ side.

- We have to distinguish. The pirate’s model works because

they can use the boats from which they would normally

fi sh: Skiffs with two Yamaha outboard engines delivering a

speed of 20-22 knots can attack most normal cargo ships

sailing to the normal 14-15 knots. If they have to use larg-

er weapons, it requires a more stable platform to operate

from. And this is something entirely different, he explains.

- Use of machine guns requires much more stabil-

ity than these skiffs can ever give, whereas a mer-

chant ship has a stable platform that makes it possible

to shoot with greater accuracy than attacking pirates.

- But we should not underestimate them. They have been able

to change their business practices from the Gulf of Aden across

the Indian Ocean. And they’ve used cargo ships as mother

ships and so on. But I fail to see how they can step up - and

even if they could step up, why should that deter us from pro-

tecting our ships, he asks.

Start with Somaliland- The international community has fully shown its impotence

by being unable to solve this problem which has now been

running for fi ve years. I honestly fail to see, what shipping

companies could do more.

Shipping companies show that they are prepared to take re-

sponsibility. An example is our support for the organization

Clipper Group on piracy:

Time for international action- The international community has fully shown its impotence by being

unable to solve this problem, which has now been running for fi ve years. I

honestly fail to see, what shipping companies do differently, CEO of the

Clipper Group, Per Gullestrup, says urging the politicians to act in Somalia

to stop piracy.

Piracy is still a serious problem which

calls for international action – not just

armed guards.

Time for international action14 Daily news on www.danishmaritimemagazine.dk

"

Save the Children’s education projects in land, but we are

fully aware that our guards and the naval presence is treat-

ment of symptoms only, Per Gullestrup states and under-

lines that the problems must be solved in land.

- What you need is an international effort primarily in

Somaliland, which is relatively stable with no major

safety problems. If you could establish a bridgehead

in Somaliland helping them to help themselves this

basis could exported to Puntland, which can be con-

sidered a semi-functioning state. An effective help to

Puntland to create stability would solve much of the

piracy problem - most of pirate attacks are actually

out of Puntland , not Somaliland, he says continuing:

- Politicians should focus on what is possible and make

an effort in Somaliland and move on from there. I think

we must stop expecting Somalia to be one country. In

reality there are three states - Somaliland has de facto

broken away. They’re not going to be together again.

- By accepting this and recognizing Somaliland as an inde-

pendent state we can support them internationally. That’s

the kind of discussion we should have, he underlines.

Stopping the crude oil- Our current efforts are treating the symptoms only, and

if we are not constantly alert we put our crews at risk. It

is so worrying and we spend fortunes on protection, Per

Gullestrup says wondering what it would take to make big

unions active and maybe say to all the crews: “We do not

think you should work there“.

- If there is a general reluctance to pass through the Gulf of

Aden, this will of course equal a blockade of the Suez Canal

and stop the transportation of crude oil and thus increasing

gasoline prices - 8-10 dollars per gallon in the U.S. In that

case I guarantee that something will be done.

- The problem is that there is too much talking going on

without results. The UN has set up working groups

and contact groups for nearly four years without

any solution. We in the shipping industry have

tightened up and become better to protect our-

selves but that is not enough, he says warning

that several countries with naval vessels in the

areas now indicate that soon they cannot afford

to have them there due to the fi nancial crisis.

- It will be a great misfortune. We need to have some

sort of defense, as long as the real problem is not

solved. We need armed guards, although it is to-

tally unfair that we as companies engaged in in-

ternational trade are brought into this situation.

- We are doing everything we can, but where is help coming

from, Per Gullestrup asks.

- Politicians should focus

""on what is possible...""Time for international action 15Daily news on www.danishmaritimemagazine.dk

- Today the piracy problem extends all the way from Sri Lanka

to Oman and the Suez and down to Durban in South Africa,

says Sonny Schürer, CEO of the Danish security fi rm AS Solu-

tion, providing armed guards to shipping companies.

He estimates that most of shipping companies requiring pro-

tection either enter into an annual agreement with a single

large security corporation or shop around a bit from case to

case.

- No supplier has full coverage everywhere, he states.

Sonny Schürer’s company has been active in protection

against piracy for more than fi ve years.

- Our main focus is executive protection to major clients

around the world, and since some of our customers have been

sailing their yachts through the exposed waters, we already

operated with armed guards on board fi ve years ago.

- And our current service to shipping companies was started a

year ago and it is based on our international presence.

- We already had offi ces in Kenya and Tanzania as well as

in Mumbai and Singapore. On annual basis we have opera-

tions in more than 50 countries. But as our set-up in those

countries was quite large, and the demand for our kind of ser-

vice in relation to piracy was there, we found it natural to go

ahead, he said, adding: - It is of utmost importance to us that

all precautions are in place before our team set out. All agree-

ment must be clear and we make sure that the people we send

out are individuals, who really know what they’re doing and

have international experience.

- In fact we daily receive 5-10 inquiries from people who want

go to sea with us, but it is crucial to select the right people.

Some applicants have not even been aboard a ship before.

- We also recruit through our offi ces in the Denmark, U.S. and

Africa. And we bring personal in from our partners around the

world. Thus we have multinational teams as well as purely

Danish teams. On the Danish ships Danish teams are often

prefered, because in many cases this simplifi es the approval

procedures, Sonny Schürer says.

ISO certifi cation

AS Solution’s activities in piracy protection with armed guards

are increasing:

- The last few months, we probably had a level of about 180

man days per month at sea corresponding to six men per day -

a level that we have been running for about half a year.

- We have many applicants, both from abroad and from Den-

mark.

In all cases we have a careful selection process. And although

it is good to have a military background, it is not enough. We

strongly prefer applicants who have experience

working in an international environment and thus understand

what is happening around them. We don’t want anything to

happen onboard. So our teams must be able to work with

other nationalities, he says stressing that training is very im-

portant and that all procedures must be practiced in the pro-

cess. Furthermore, there is at least one team member, who is

trained in emergency treatment or fi rst aid at a high level. The

teams bring their own equipment.

He emphasizes that AS Solution is ISO certifi ed and thus meet

a predetermined level of quality even when it comes to the

armed guards.

- On small ships we use at least two man teams, but usually

teams consist of four men, he says.

Deterrence important

He does not consider armed guards onboard ships through

pirate waters to be an escalation of the confl ict: - In reality the

armed guards just move the problem on to one of the many

ships, who have done nothing to protect themselves.

- When we study the statistics it is clear that no ship with

armed guards has ever been hijacked.

- Our primary objective is deterrence, when the pirates come

close. We know of situations, when a ship has been attacked

by skiffs on both sides, where the fi ring of warning shots has

stopped the pirates before they got too close.

- What we normally do, when we see that a pirate attack is un-

derway, is announcing clearly that the ship has armed guards

aboard. The pirates are strongly advised to stop while we are

showing force, letting them know what to expect.

If it has come so far, that warning shots must be fired, the

process has already reached a late state. Until now we in

Danish security company on piracy problem:Not solved within the next fi ve to 10 yearsAS Solution provides armed guards to protect merchant ships passing

through pirate threatened waters. - It’s all about deterrence and show of

force, the director says. So far his company has not been forced to actually

fi re shots.

Not solved within the next fi ve or 10 years16 Daily news on www.danishmaritimemagazine.dk

our company have never been forced to fire any warning

shots.

But several times we have experienced approach from pi-

rates where they came close and the ship’s crew was in

“lockdown”. But as soon as we showed that we had armed

guardsonboard, they changed direction.

- For us it is crucial that our people have a high quality and

can cooperate with the ship on long trips where you are

close to one another. We are guests.

- Some of our guards have maritime backgrounds, but most

come from the military and are familiar with international

operations and are trained in firefighting on ships, man

overboard and similar basic maritime skills, he says.

Sonny Schürer considers the piracy problem serious and

he has no expectations that it can be solved over the next

five maybe ten years.

- In Somalia, it is a whole country that needs infrastructure

and needs to establish a government. All that takes time,

he points out adding:

- We do hear from practitioners that even though there is

much talk of a coordinated effort against piracy, in reality

nothing much is happening in relation to stop the problem

in Somalia.

- The problem is difficult, since it is no longer just off So-

malia but includes the entire Indian Ocean. The high risk

areas are growing.

Pirates and cowboys

- In this sense, the pirates changed strategy, but although

there are examples of attacks by up to 12 skiffs at once, the

pirates withdraw when they become aware that they will be

shot upon.- in contrast to situations involving ships with un-

armed guards or completely unprotected vessels, he says.

- But it all depends on what kind of ship we’re talking about.

We have been aboard ships with 40 meter freeboard, sailing

quickly without stopping. They are obviously easier protected

than the slow ones.

Sonny Schürer notes that today many security companies are

active in pirate waters.

- We see large reputable companies but also many – espe-

cially Eastern European – fi rms which offer their services very

cheaply.

But usually they neither have staffed offi ces nearby or insur-

ance or weapon permits in place. There are many cowboys in

the market, he says, although he believes that they gradually

will disappear because customers will prefer a better quality.

- Our ISO certifi cation implies a certain standard securing that

procedures are in place and that things are being done right,

he says, indicating that AS Solution primarily serves Danish

and European companies.

By Finn Bruun

Not solved within the next fi ve or 10 years 17Daily news on www.danishmaritimemagazine.dk

Danish shipping is expected to generate 175 billion DKK

in foreign currency earnings this year. At the same time,

the whole maritime cluster has created more than 100,000

jobs onshore in Denmark. Facts that are of great impor-

tance to Danish economy.

Danish shipping’s competitiveness is created through the

regulatory framework consisting of, among other things,

the Danish tonnage tax system and the Danish Internation-

al Ship Register (DIS). Without this regulatory framework,

Danish shipping would not exist, it would move to other

countries, especially in the Far East, according to the as-

sessment of the Danish shipping companies.

-80 per cent of shipping nations have a regulatory frame-

work such as the one we have in Denmark. We see it as in-

ternational standards, which are independent of the colour

of the government. The Danish International Ship Register

has existed since 1988 under changing governments, and

the tonnage tax system was created in 2001 by the then

Social Democratic minister of taxes, says Jan Fritz Hansen,

Executive Vice President of the Danish Shipowners’ Asso-

ciation. He does not expect the regulatory framework to be

changed by the new Danish Social Democratic government.

The Danish International Ship Register entails that wages

paid by the shipping companies are not taxed in Denmark.

In other words, the shipping companies pay net wages.

The Danish tonnage tax system is similar to the one in the

Netherlands, Germany, and other countries. The system

means that the normal taxable income is replaced by a

calculated income based on the tonnage of the shipping

company.

SHIPPING – Denmark’s biggest export businessShipping is by far the largest export business in Denmark and stays

competitive by the help of the Danish tonnage tax system and the Danish

International Ship Register. The new Social Democratic government, recently

elected in Denmark, is not expected to change this.

0

20

40

60

80

100

120

140

160

180

1980 1984 1988 (DIS START)

1992 1996 2000 2004 2008 2009 2010 2011

The development of the merchant fleet in Denmark/Norway/Sweden 1980-2011 (index-linked TDW)

Denmark Norway Sweden

Shipping – Denmark’s biggest export business18 Daily news on www.danishmaritimemagazine.dk

Sweden’s shipping companies are moving out

Jan Fritz Hansen thinks that the frame work conditions are

of great importance; at the same time it is very important to

have stable frame work conditions.

-When you build a ship, you will have it in your posses-

sion for many years. That’s why it is important that you can

rely on the existing regulatory framework, Jan Fritz Hansen

says.

If the Danish government should consider changing the DIS

and the tonnage tax system, they just have to look at the

neighbouring country Sweden, where the shipping compa-

nies to a large number have disappeared out of the country.

-They only have some domestic ferries left in Sweden and

that’s it. You can regard the Danish regulatory framework

as a kind of indirect state subsidies, but without it the ship-

ping companies would not be able to keep the jobs. When

we introduced the tonnage tax system, the merchant fleet

had already begun disappearing, Jan Fritz Hansen says.

30 per cent higher wages

The Blue Denmark, which the maritime cluster is called, con-

sists not only of shipping companies, but consists also of

shipyards, manufactures etc.

-If we look at the whole Blue Denmark and include them all,

the wages and taxes paid are approximately 30 per cent high-

er than the average of the population in Denmark. The ship-

ping business can afford paying high wages. Denmark has

to fi nd niches, where we can keep high wages and pay more

taxes and still be competitive, Jan Fritz Hansen states.

The government: no plans of changing frame work conditions

The very recently appointed Minister of Business and Growth,

Ole Sohn, who also has shipping included in his fi eld of re-

sponsibility, has stated that the government has no plans of

changing the regulatory framework.

-We have no concrete plans of changing tax systems for parts

of trade and industry, he has stated.

On the other hand, the government plans to develop a new

strategy for business and trade, focusing on green growth

and better frame work conditions for trade and business in

general.

By Tina Altenburg

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.

Shipping – Denmark’s biggest export business 19Daily news on www.danishmaritimemagazine.dk

“The Blue Denmark” is an idea. It is a description of the Dan-

ish maritime sector as a single unit – a self-reinforcing, locally

concentrated network of shipping and maritime companies,

trade associations, schools and academies, maritime re-

search units and the relevant authorities. This is a powerful

idea that can help the maritime sector attract political support

and assist government offi cials in drafting acceptable policies

for business and economic development. It may even infl u-

ence the practice and self-image of key maritime decision-

makers in a desired direction. It is therefore not surprising if

“The Blue Denmark” is seen as almost universal remedy to

the challenges faced by Denmark as a maritime nation.

The alleged strength of The Blue Denmark is that is allows for

reaping the scale economies that derive from concentration

of economic activity: companies can benefi t from a shared

labor force of workers with common skills and abilities; the

concentration of similar enterprises attracts suffi cient num-

bers of advanced suppliers; and knowledge fl ows more eas-

ily between companies and helps improving the productivity,

growth, and competitiveness of The Blue Denmark.

A Danish maritime cluster

The conceptualization of The Blue Denmark as a national and

complete maritime cluster was appropriate in the late 1980s

when the shipowners and the authorities started enacting the

idea. Denmark had numerous strongholds of shipyards and

maritime industry located around core harbors and ports,

and small islands specialized in providing skilled seafar-

ers to the national fl eet. The localities were closely knit: the

Copenhagen-based shipowners owned the major yards and

used these as “laboratories” for developing modern ships

and ship technology, often in collaboration with co-located

specialized suppliers. This antediluvian Blue Denmark pro-

vided considerable exports and thousands of industrial jobs,

The signifi cance and development of “The Blue Denmark”

The signifi cance and development of “The Blue Denmark”20 Daily news on www.danishmaritimemagazine.dk

and it was breeding ground for many global market leaders in

the maritime industry. It was moreover interconnected by a

shared labor force: National seafarers obtained competence

from working aboard Danish operated vessels in the cross-

trades, and this prepared them for subsequent domestic

maritime jobs in short-sea shipping, the tugboat sector, the

harbors and ports, classifi cation societies, nautical schools

and the authorities. Some even brought their maritime com-

petence into maritime industry and the maritime business

services sector.

Maritime micro clusters

However, we hesitate from considering the maritime sector in

Denmark as a coherent entity nowadays, and perhaps the Dan-

ish Maritime Cluster is no longer a useful image in the context

of business and development policy. Denmark still has world

leading maritime companies and there are vibrant, specialized

maritime micro clusters around some harbors and ports. But the

major shipyards have disappeared and in the best-case scenario

the relationships between the shipowners and the equipment

makers have become indirect. The maritime micro clusters are lo-

cal and practically unconnected.

Copenhagen has become a vigorous shipping cluster with world

leading operators focused on commercial management. While

still a real contributor to the Danish balance of payments the ship-

ping cluster is particularly signifi cant as provider of high-wage

jobs for learned people and as magnet for foreign direct invest-

ments and talent. But it has also become an entity detached from

its domestic base and highly dependent on direct and often close

linkages to companies in the other maritime centers of the world.

Some implications

The notion of “Global Maritime Networks” is a more accurate

description of the current world of shipping and potentially as

powerful as the maritime cluster idea. A nation participating

in world shipping markets has to defi ne its special maritime

niche and work from this position to build the global linkages

that are necessary to be considered as a serious and commit-

ted partner.

The question is to which extent global maritime networks can

be a vehicle for maintaining the status of Denmark as a lead-

ing maritime nation. Clearly, the hollowing out of national

shipping industries challenges the policy role of the nation

state and raises questions as to which degree policy-making

is to be left to interest groups (e.g. maritime unions, shippers’

councils and shipowners’ associations).

At the level of national jurisdiction the important challenge

of maintaining a well-functioning maritime infrastructure

remains – including the ability to safeguard ships and ship

technology and provide profi cient port and nautical support

services. These are activities that rely signifi cantly on people

skilled in maritime fi elds, and particularly in fi elds where sea-

farers have an obvious advantage in terms of education, train-

ing and experience.

By Associate Professors Henrik Sornn-Friese

and Carsten Ørts Hansen,

Copenhagen Business School

Henrik Sornn-Friese and Carsten Ørts Hansen are authors of the book Landlubbers and Sea Dogs

– The case of labor mobility in the Danish maritime sector in a time of accelerating globalization.

The book is in course of publication (CBS Press/Nyt fra Samfundsvidenskaberne). It is based on

comprehensive research fi nancially supported by the Danish Maritime Foundation and explains how

increasing globalization in the maritime sector challenges the entwined shipping communities of

traditional maritime nations. Through an empirical study of developments in labor mobility within

the maritime sector in Denmark it shows that the shipping companies have been signifi cant provid-

ers of competence to the national maritime skills base, but also that their current global factor sourc-

ing choices threaten to dissolve this skills base.

These fi ndings have important implications regarding productivity, growth and competitiveness for

policy makers and companies in the maritime domain. The shipping industry is the most global of all

industries and its events thus provide a good indicator of what is to come in other industries and are

therefore relevant in a general perspective.

The signifi cance and development of “The Blue Denmark” 21Daily news on www.danishmaritimemagazine.dk

Even though the world economy is steaming extremely slowly

ahead at the moment, the mere rise in the global population

– up to 7,5 billion people in 2020 – will increase the demand

for transportation dramatically. And for the world trade this

spells more shipping.

At the same time the focus on climate and environment is in-

tensifying. The demand for sustainability and safety in trans-

portation is inevitable.

That is why the Research & Development unit of Det Norske

Veritas, DNV, is predicting a strong innovation potential.

In its “Technology Outlook 2020”, presented in Copenhagen

on the 29th. September, DNV looks at future technologies in

four areas: Shipping, fossil energy, renewable and nuclear

energy and power systems.

As Elisabeth Harstad, Managing Director of DNV Research and

Innovation puts it:

No technological revolution for shipsIn its traditional technological outlook Det Norske Veritas expects quite a

formidable development in environmental friendly ships og offshore wind

turbines towards 2020, but nothing that we do not already know of today.

NV Reseach Mananger

Elisabeth Harstad: Strong

focus on research and de-

velopment will change the

game for modern shipping

making fuel effi ciency and

environmental friendly

solutions a must.

No technological revolution for ships22 Daily news on www.danishmaritimemagazine.dk

- For the next 10 years technological evolution is more likely

than technological revolution, but we must expect that the

technology will be used in new areas.

For shipping DNV points out that research is strong within

sustainable shipping-solutions, innovation in ship design

and port solutions, Furthermore we will see an increasing use

of environmental friendly fuels as LNG.

The megatrends

The outlook is based on seven megatrends – scenarios that

are generally considered certain, namely: Population, econo-

my, governance, information technology, energy, and natural

resources.

By 2020 56 percent of the world’s rapidly growing population

will live in Asia and be greying in the West, China and Japan

but younger in the Middle East. Most people will live in cities.

The world’s economic center is shifting to Asia and relatively

more of the economic outputs will occur outside the devel-

oped economies. BRIC countries’ output may constitute 50

pct. of G7.

The lack of effective and inclusive governance on global is-

sues such as fi nancial stability, trade, climate change means

increasing risks.

On Information Technology DNV states that Moore’s Law (the

doubling of transistors every second year) will still be valid in

2020 and cheaper computing and wireless connectivity will

mean much higher automation and fl exibility – and more se-

curity issues.

Energy faces a decade of transition with focus on how to pro-

vide environmentally friendly and sustainable energy at af-

fordable prices. The future is low carbon, with focus on renew-

ables, but Elisabeth Harsted emphasizes that fossil fuel will

still be dominant even after 2020. Wind, solar and natural gas

are among the coming winners, and she points out that shale

gas might be a game changer. But so far alternative fuels do

not, however, deliver enough output

Natural resources are under increasing stress, but DNV fi nds

that even though growing urban population is a challenge in

this respect, addressing the resource issues is a hard but not

insurmountable task.

Climate change will be limited over the next 10 years, but in

case of “business as usual” green house gas emission will

rise by up to 20 pct. I 2020, DNV accentuates a warning that

the next decade is considered crucial to prevent a tipping

point for irreversible development.

The future ships

It the 202 Outlook DNV points out that not only the increase

in world population but also the more resource-intensive life-

style in still more countries with a growing middle class will

make maritime transport grow and the world fl eet increase.

The Danish Shipowners engage in a strong effort to meet the

climate challenge and broader environmental issues develop-

ing green ships of the future as well as entering a partnership

with the Danish Authorities to secure a quality approach to

sustainable and effi cient transport.

To this end DNV’s list of new technologies will be interesting

although no surprise:

Low energy ships, green fueled ships, electric ships, digital

ships, arctic ships and virtual ships:

The high bunker costs combined with the general focus on the

environment is a trigger for innovation driving new technolo-

gies and concepts into the world fl eet. Not necessarily new

ship types, but new solutions such as Air Bubble Lubrication

(bubbles beneath the waterline reducing friction drag), Air

Cavity Systems (reducing hull’s wetted surface reducing fuel

consumption by 10 pct.), Hybrid materials (lightweight com-

posite materials) and propulsors (combinations of shaft pro-

pellers, pods and effi ciency devises) as well as ballast water

free ships (a trapezoidal hull with a transversely raked bottom

provides stability and draft – thus avoiding discharge of bal-

last water in the marine ecosystem.)

The green fuelled ship means considering alternative energy

sources like LNG and biofuels. DNV indicates that it is antici-

pated that within 10 years a considerable share of new ships

will have natural gas fuelling. However the LNG bunkering in-

frastructure is limited today.

Electric ships

The Eletric ship means a hybrid electic ship that could con-

tain diesel electric confi gurations, maritime fuel cells, battery

packages, solar panels or retractable wind turbines and su-

perconducting motors – the Toyota Prius of the seas.

E-navigation refers to combined position data, weather and

surveillance data, onboard sensor data to optimize secure,

economic and environmental performance. The systems are

in use by front runners in shipping and expected to be fol-

lowed by the majority of the fl eet in 2020.

The shrinking summer sea ice will lead to development of arc-

tic ship traffi c and faster development of ice route optimiza-

tion software, hull load monitoring and new icebreaking con-

cepts. DNV expects the Arctic Ocean to be largely ice free in

summer within a decade.

The virtual ship consists of advanced modeling methods for

new hull design and propulsors. The right design may save up

to 20 pct. of fuel expenses at zero cost.

DNV underlines that many of the new ideas need to be tested

in demonstration project and larger scale. The question of fi -

nance here is a crucial factor.

Elisabeth Harstad points out that DNV outlooks tends to be

rather accurate. On one issue, however, she admits that the

predictions have not got it right in one issue: CCS, Carbon Cap-

ture and Storage has not yet been as important as expected.

- Here we were too optimistic, she says.

By Finn Bruun

No technological revolution for ships 23Daily news on www.danishmaritimemagazine.dk

Fortunately there have not been acts of terror in any Danish

port or against ships in any Danish Port. That is essential.

Both for the people that could have been killed or injured and

for materials and investments which could have been dam-

aged. Moreover, it is also vital for the free trade. Shipping

makes a difference for the Danish economy and for the mo-

bility. 80 percent of the Danish foreign trade is transported

by ship through Danish ports. It is therefore not a question if

Danish ports should fulfi l the international obligations and re-

quirements. We must, but we also have to revisit the outcome

and consequences of all these initiatives and regulations.

Denmark is a small and open economy with a long coastline

and a large number of islands. We have many ports, how-

ever, ports which are regarded as small on an international

Security rules ought to be revisited10 years have passed since the attack on World Trade Center 9-11-2001.

Everyone was chocked and the disaster called for action. One of these

actions was that IMO already by the end of 2002 endorsed rules and

regulations for port security. Of course EU and Denmark followed and

implemented the general set-up. And maybe even more, just to make sure

that all possible steps were taken to avoid that it could happen again.

Security rules ought to be revisited24 Daily news on www.danishmaritimemagazine.dk

scale. Due to the geography and the nature of a very open

economy all ports have international trade, fi rst of all from

our neighbours in Northern Europe. Nevertheless, 80 Danish

ports with a combined total of 300 port facilities are secured

in compliance with the rules and approved by the authorities.

But how do all these rules intervene in the daily life of port

management? And what is the effect of the measures that

the ports have been forced to take? Are they reasonable and

proportionate to the attacks they are meant to prevent? Not

necessarily, some of the rules and requirements are incom-

prehensible, inexplicable and maybe even needless to have.

The costs for the port security are covered by the ports them-

selves. We do not have port police or any other municipal au-

thority to help solve these tasks. Everyone comply with inter-

national standards and shipping companies must be assured

that the secured port is a safe port, but we also need to focus

on competitiveness and fl exibility not only among ports but

also in the transport chain. There is an outspoken need in the

ports to look at new practical ways and solutions for security.

Cooperation between ports, between ports and ships and be-

tween ports and security companies is needed. Nobody says

that the way we have organized it until now is the only solu-

tion. It requires that we break up the rules, approvals, fear of

sanctions, habits and organizations. All ports have an interest

in fi nding the best practices. If this is to be done cross border,

there is a need for transparency and cooperation.

Security is highly profi led and everybody agree that all pos-

sible measures should be taken. Therefore there is a risk that

we will just be met by new requirements and routines regard-

less of cost or reason. But we dare to put forward the ques-

tion: Do all of our efforts bear fruit? Danish Ports urge the poli-

cy makers to start a constructive dialogue and revisit the rules

and regulation introduced since 9/11. Such an initiative must

be taken on an international level and EU can very well take

the initiative. We ask that it could happen soon - Denmark

takes the chair in EU in 2012. That should be an opportunity

to start the dialogue. A closer look on how and whether things

work before an introduction of further rules and regulations is

simple common sense.

Security rules ought to be revisited 25Daily news on www.danishmaritimemagazine.dk

SPC Denmark and the Transport Innovation Network (TINV)

was part of a European Shortsea Shipping Conference in

Piraeus / Greece, 5 October. Also, EU DG MOVE-D1 (Mari-

time Transport & Logistic) offi ce was part of the conference

with a paper on the EU Commission’s strategy on SSS.

There were participants from EU countries such as Fin-

land, Norway, Spain, France, Poland, Romania, Bulgaria,

Ireland, Germany, England, Holland, Greece and Denmark.

SPC Denmark / TINV presented a paper to inspire and

challenge participants in tomorrow Shortsea Shipping.

This included:

• Suggestion that EU is developing a ”European TINV” in co-

operation with the ESN on the basis of a case ”TINV DK”.

• Presentation of the EU project ”BSRinnoship” as a case

study on knowledge and innovation-based competitive

SSS project in the Baltic Sea which will generate important

knowledge to the maritime EU.

• Presentation of EU project “PROPS” as a case study on

knowledge, experience and marketing platform for the SSS

in Europe.

• EU Project “Press4transport” as a case of dissemination

of research & innovation knowledge to the maritime EU.

Steen Sabinsky from SPC Denmark / TINV clarifi ed that the

work of ESN network and SSS in the EU must be ”business

oriented” and continue to form the future “EU SSS” at a com-

petitive international level.

There was a lively debate during the conference. Some of the

topics discussed were:

• Reducing the regulatory burden on Shortsea Shipping.

• Competitive and effi cient transport solutions based on

Shortsea Shipping.

• Branding and marketing solutions for Shortsea shipping

network.

• E-Freight opportunities Shortsea Shipping.

• Decision support systems for customers and SSS opera-

tors.

• Marco Polo calculator ”European Ecobonus”.

• 45 ”Euro container with” 33 pallets ”.

• The EU single transport document.

During the conference, an agreement was made between

Denmark / SPC Denmark and Greece / Piraeus University to

conduct joint marketing platform Shortsea Shipping. Steen

Sabinsky is looking forward to expanding this relationship

with additional knowledge and know-how exchange on mari-

time activities

Greece and Denmark agreed on cooperation on joint WEB-marketing of the European Short Sea ShippingThis agreement was reached during a Shortsea Conference in Piraeus

Greece, on one of the few Liberty Ship left in the world.

Greece and Denmark agreed on cooperation on joint WEB-marketing26 Daily news on www.danishmaritimemagazine.dk

TORM is one of the world’s leading carriers of refined oil products as well as a significant player in the dry bulk market. The Company runs a fleet of approximately 140 modern vessels in cooperation with other respected shipping companies sharing TORM’s commitment to safety, environmental responsibility and customer service.

TORM was founded in 1889 and has continuously adapted to and utilized the significant changes which have characterized the shipping industry. The company runs activities across the world, and the corporate head office is located in Copenhagen. TORM is listed on the Copenhagen Stock Exchange (ticker TORM) and on NASDAQ (ticker TRMD).

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TORM A/S • Tuborg Havnevej 18 • 2900 Hellerup +45 3917 9200 • www.torm.com

The challengeTORM has recently adopted its new strategic foundation “Changing Trim” which rests on four cornerstones: Customers, Resilience, Leadership and Sophistication. We are looking to ex-pand our global footprint to match the on-going development of our business, which includes an ambitious expansion plan for our Technical Division.

Thus, to strengthen the Technical Divi-sion within New Building and Fleet, we are looking for a Project Manager based in our office in Copenhagen.

The Project Manager for New Building & Projects and Fleet & New Building will play an important role in fulfill-ing the strategy goals in a team based organization with a high customer focus. The position is new established and consequently contains great potential for development and influence.

Your main responsibilities will include: • Project handling and project manage-

ment in general• Project implementation on vessels• Providing technical support regarding

the fleet• Evolving technical solutions to comply

with existing and upcoming legisla-tion (e.g. “IMO Ballast Water Treat-ment Plants”)

• Upholding the contact to new building site teams

• Keeping up to date with new tech-nologies, trends etc.

The Project Manager reports to GM, New building & Projects, Fleet & New Building Support. The position involves travel activity of 30-40 days per year.

Your qualificationsYou have a Master Mariner or Marine Engineering certificate, alternative a Marine Engineering degree or relevant engineering education. Marine or naval experience is however required.

You have a proven record of minimum 2-3 years of substantive project man-agement experience and a structured approach to documenting, planning and managing the development process.

You are an ambitious self-starter with strong communication skills and are able to communicate with all levels of the organization.

You speak and write English fluently and are an experienced user of all Microsoft Office products.

You will intuitively act in accordance with our values: Respect, professional-ism and entrepreneurship.

We offerBased in Hellerup, Denmark you will be part of a leading product tanker operator in the world and a significant player in the dry bulk market. We aim to run best-in-class commercial operations around the clock and set the industry standard on technical quality.

Our corporate culture is characterized by well-defined values and an informal but performance-oriented work environ-ment. As with any role at TORM, there is plenty of scope for personal growth and professional development.

The position offers a competitive salary and an attractive benefits package in-cluding bonus, pension and healthcare.

ApplicationFurther information regarding the position can be obtained from General Manager Flemming Vestergaard on tel.: + 45 39 17 81 36.

Please submit your application and CV via our website www.torm.com.

Your application will be treated in con-fidence and our reply will be sent to the email address from which you sent your application.

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The sixth Blue Conference, an annual Dan-

ish maritime conference, takes place in Co-

penhagen on the 1st and 2nd of December,

2011, in Amaliegade 33, at the location of

The Danish Shipowner’s Association. The

conference provides the latest results of Dan-

ish and international maritime research. The

conference is planned by The Maritime Devel-

opment Center of Europe together with The

Danish Shipowner’s Association. The confer-

ence is also supported by The Danish Mari-

time Foundation, giving priority to student

participation.

Why is it so important to connect the industry

with the latest research?

It is important for the industry to receive a

continuous update on research project de-

velopment, in order to have an opportunity

to evaluate whether the knowledge can con-

tribute to the advancement of the industry. If

this is not disseminated, vital knowledge can

be lost. It can also be useful for academics

to receive relevant input from the industry

in order to ensure that research can be uti-

lized by the industry and is practice-near. The

conference is unique in this respect, that it

provides a platform for research and industry

to meet and discuss the latest results. The

conference also takes the responsibility for

ensuring that maritime Ph.D. students have

an opportunity to disseminate their research,

which is also unique for The Blue Conference.

The conference is a bridge-building confer-

ence which also holds the opportunity for

networking, either with other representative

of the industry or maritime academics.

The following topics will be presented :

• Maritime Transport and Technology

How far are we with the research of emis-

sions and can this research infl uence the

Maritime industry?

• Maritime Business, Entrepreneurship &

Innovation

Sustainable and innovative markets and

growth possibilities for The Blue Denmark.

How do you launch the sustainable business

activities and how do you keep them sustain-

able?

• Global Offshore, Oil and Energy Transport

This is a business segment in explosive

growth. Which possibilities and challenges

are there for The Blue Denmark in this seg-

ment?

Some of the presentations are given by Di-

rector Andreas Nordseth, Director of The

Danish Maritime Authority; Jan Fritz Hansen,

Vice president Danish Shipowner’s Associa-

tion; Poul Knudsgaard, Director MAN Diesel;

Erik Fridell, Assistant Professor, The Swed-

ish Environmental Research Unit, Göteborg

and Kim Dahl Johansen, Professor Denmark

Technological University. The conference is

hosted by the Maritime Development Center

of Europe and The Danish Shipowner’s Asso-

ciation.

Participants come from maritime universities

and academies, the shipping and maritime

industries. It is a bilingual conference, and

some presentations take place in Danish,

others in English.

We look forward to welcoming you. For more

information see www.emuc.dk or contact

the secretariat at info@maritimecenter.dk

For questions about speakers and program

setup – please contact Lisa L. Froholdt, Se-

nior Research Associate, M.A., Ph.D. Fellow

+45 53537297 or llf@maritimecenter.dk

Lisa Loloma Froholdt and

Ditte A. Kragh/EMUC

Connecting the Danish maritime industry to the latest

maritime research

The Blue Conference 2011