White papers for a green transition

Danish strongholds in green maritime solutions

A NEW MARITIME ERA

INSIDE THIS WHITE PAPER

Green shipping challenges and potentials

Energy-efficient maritime solutions

Political approaches to sustainable maritime regulation

A NEW MARITIME ERA- Danish strongholds in green maritime solutions

Front page pictureThis photo is made by Kollion and illustrates a new maritime era in the context of green maritime technologies and green shipping solutions.

Editor in ChiefState of Green

Technical EditorDanish Maritime Days

Contributors A2SEA: Mette Jørvad Alfa Laval: Anne Henningsen A. P. Møller-Maersk: Signe Bruun Jensen Clipper: Emma Wahlberg Danish Maritime: Sabine Danielle Petersen Danish Maritime Days: Torben Vemmelund Danish Shipowners’ Association: Søren Kitaj DESMI: Karina Poulsen Force Technology: Nina Okkels Gary Green Ship of the Future: Anne Katrine Bjerregaard Hempel: Sunniva Carlsen MAN Diesel & Turbo: Nils Søholt Naval Team Denmark: Kurt Birger Jensen Scandlines: Anette Ustrup Svendsen State of Green: Dan Howis Lauritsen

Copyright State of Green 2015

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Complete green solutions that work in practiceThe Danish merchant fleet has overall cut its CO2 emissions by almost 50 per cent proportionate to the dead weight tonnage since 2008. In addition to this significant increase in energy efficiency Danish ships have achieved a considerable lowering in their emissions of sulphur and other air pollutants.

Danish maritime equipment manufacturers and ship designers are on the preferred maker’s lists of ship-owners around the globe. They are chosen for their quality, flexibility, innovation and high-end services offering solutions for ballast water treat-ment, air emission reductions and energy efficiency.

Danish maritime technologies and solutions are often developed in close cooperation and partnerships between Danish shipping companies, equipment manufacturers, shipyards, knowledge institutions and

public authorities. This collaborative approach fosters innovation and the devel-opment of competitive, easy-to-integrate solutions that work in practice.

Enabling competitive green maritime solutionsCooperation and strong competences throughout the sector are key to the success of Blue Denmark in developing competitive green maritime solutions that are both viable and sustainable.

We believe in global regulation as the basis for the development and implementation of green maritime solutions and we work actively with partners in the International Maritime Organisation to ensure high standards, a level playing field and effective enforcement of international regulations.

Solutions to meet global challengesWith a global outlook and presence in major maritime centres around the world, the Danish maritime industry’s innovative

systems and technologies enable ships to meet high environmental protection and operational performance standards offering long-term life cycle benefits to shipbuilders and ship owners.

Shipping is in general an environmentally friendly mode of transport, but an expected doubling of global trade by 2030 will gener-ate a further demand for effective maritime transport and consequently an increased demand for sustainable maritime solutions and technologies.

I welcome this white paper, which gives us inspiration on how to achieve these goals, and more importantly, demonstrates solutions that are sustainable, not just in environmental terms but economically as well.

I hope you will be inspired.

BLUE DENMARKGreen Maritime Solutions as Sustainable Business

Stricter international environmental regulations combined with shipping companies’ focus on energy and cost efficient

operations are driving a green conversion in the maritime sector. The Danish maritime cluster has successfully adapted to these

changes and today Blue Denmark is an important global supplier of green maritime solutions.

Troels Lund Poulsen, Minister for Business and Growth

1+2 Danish Maritime Authority fact sheet: http://www.dma.dk/SettingUpMaritimeBusiness/BlueDenmark/Documents/Case_Green%20Maritime%20Solutions%20CS5.pdf

FOrEWOrD 3

ABOUT THIS WHITE PAPERThe aim of this White Paper is to share some of Denmark’s solutions and experiences in green maritime solutions.

We have gathered a selection of examples and opinions, each demonstrating opportunities and lessons learned from different stakeholders across the Danish maritime industry, supported by state-of-the-art case examples. The content provides insight into the developments of green maritime solutions in Denmark, and the frameworks needed to further enable these developments.

This White Paper is intended as a tool for inspiration using concrete and ready-to-be-implemented Danish technologies and solutions. As such, the cases found in this publication act as means for the global maritime industry to meet demand for transporting 20 billion tonnes of cargo annually – a doubling from current volumes – by 2030 in a sustainable way. And importantly, to meet this demand by illustrating maritime solutions that are sustainable, not just in terms of the environment, but in terms of economics as well.

4 ABOUT

INDEXBlue Denmark ................................................................................................................................. 3

Maersk Line ................................................................................................................................. 6-7A licence to grow. responsibly.

Scandlines ................................................................................................................................... 8-9 The journey towards zero carbon ferries continues

Hempel .....................................................................................................................................10-11 Cutting fuel consumption as paint

MAN Diesel & Turbo .............................................................................................................12-13Exploiting methanol as fuel type

Alfa Laval ................................................................................................................................ 14-15Securing cost-effective compliance with marine emission limits

Desmi ..........................................................................................................................16-17Lifting the green ship business case

Force Technology ................................................................................................................ 18-19An integrated approach to energy-efficient ships

Clipper Group .................................................................................................... 20-21Coaching the way towards greener shipping

A2SEA ....................................................................................................................................... 22-23 Technology and knowhow drives offshore wind competitive

Danish Shipowners’ Association ..................................................................... 24-25Pulling the industry in the right direction

Danish Maritime ................................................................................................ 26-27First movers are needed now and for the future

Naval Team Denmark ........................................................................................ 28-29Energy conservation in the royal Danish Navy’s defense operational environment

Green Ship of the Future .................................................................................. 30-31Turning green innovation into business

Danish Maritime Days .......................................................................................32-33Unleashing the green potential of the global maritime industry

State of Green ................................................................................................... 34-35Denmark is a green maritime cluster. It’s part of our DNA

INDEX 5

In 2013 alone, Maersk Line consumed 1.2 million tonnes of fuel less than the year before, contributing over USD 760 million to our bottom line.

6 A LICENCE TO GrOW. rESPONSIBLy.

76.9 g CO2 / km

NEW CO2 TARGET

CO2 Reduction per container

30,8 g CO2 / km60 %20202007

Shipping affects the lives of billions of peo-ple, with 90% of the world’s international trade travelling by sea. Maersk Line is an integral part of global supply chains, serv-ing customers across the globe. On a daily basis, we carry cargo ranging from milk cartons in your fridge to state-of-the-art communications technology. We also carry our customers’ expectations, aspirations and promises for today and tomorrow.

Every day, our 32,000 employees in 374 of-fices around the world bring their expertise to help customers optimise their supply chains, maximize their distribution net-works and most of all realize their business potential. We are devoted to supporting our customers and to continuously lifting industry standards while enabling global trade and economic development in the most sustainable manner possible.

This is our license to operate in a volatile market today, but also our investment in growth for tomorrow where resource competition, regulatory pressures and stakeholder scrutiny will further challenge industry fundamentals.

Doing More with LessOne of the ways to futureproof our busi-ness is to decouple growth from resource

consumption. For several years now, Maersk Line has driven energy efficiency improvements across the company, pio-neering initiatives ranging from network design and speed optimisation to technical upgrades and the deployment of new and more efficient ships in our network, such as our Triple-E vessels.

Cost leadership is at the core of our business strategy as we seek to lead the way in ‘doing more with less’, and a focus on energy efficiency has proven its worth to the business. For the past many years, we have been working systematically to improve our fuel efficiency to reduce cost and mitigate our negative impacts to the environment.

We constantly seek out innovative and commercially viable ways to do so. Our new vessels – such as the Triple-E ships – set new standards on energy efficiency (50% more efficient than industry average); our existing fleet is being retrofitted with new technologies to improve energy efficiency and environmental performance; we are partnering with our charter fleet to im-prove energy efficiency - including vessel retrofits; and we are constantly optimising network design and execution to name but a few initiatives.

In 2013 alone, Maersk Line consumed 1.2 million tonnes of fuel less than the year before, contributing over USD 760 million to our bottom line.

Decoupling Growth from Resource ConsumptionFuturproofing also requires setting chal-lenging targets. Therefore Maersk Line introduced a bold new reduction target in 2014: The reduction of CO2 emissions per container moved by 60% by 2020. The impact of this new target is a sustained decoupling of economic growth from CO2 emissions. In effect, a licence to grow our business – and our customers’ businesses – in years to come. Aggregating avoided emissions, Maersk Line will have saved the climate approximately 200 million tons CO2 from 2007 to 2020 (assuming 2007 perfor-mance levels, 2020 volumes).

“We’ve come a long way, but our efforts won’t stop here,” says COO Søren Toft. “We will continue to raise the bar on carbon ef-ficiency to the benefit of the environment and our bottom line. We will have to lever-age all of the tools at our disposal and the coming years will be critical to achieving this stretched target.”

A LICENCE TO GROW. RESPONSIBLY.Futureproofing Maersk Line

Maersk Line has raised the bar for energy efficiency, setting a bold new CO2 target of 60%. The impact of this new target will be a sustained decoupling of economic growth from CO2

emissions and at the same time achieving significant bottom line savings.

Signe Bruun Jensen, Global Head of Sustainability at Maersk Line

In 2014, Maersk Line introduced a bold new reduction target: The reduction of CO2 emissions per container moved by 60% by 2020 compared to levels from 2007.

A LICENCE TO GrOW. rESPONSIBLy. 7

Scandlines’ ambition is zero emission – our journey continues: Conventional ferry operation was yesterday, hybrid operation is today and emission free ferries are the future. (Photo: Maskinmesteren)

8 THE JOUrNEy TOWArDS zErO EMISSION FErrIES CONTINUES

In 2013, Scandlines demonstrated great innovation skills with the launch of its ground-breaking hybrid system on Puttgarden-rødby. Scandlines was the first ferry operator in the world to make large-scale use of an on-board hybrid pro-pulsion system, which stores excess ener-gy in batteries. This enables Scandlines to reduce CO2 emissions by up to 15 percent.

With 34,000 departures and an operating time of the ships’ engines of up to 30,000 hours every year, any kind of efficiency improvement will lead to great results. Scandlines is constantly on the lookout for new ways to optimise the operation and expects to introduce 100 percent battery propulsion on the Beeline in 2018+.

100 percent battery propulsion in 2018+Scandlines’ ambition is emission free ferries. We take one nautical mile at a time

and invest responsively in tomorrow’s technology, leading towards a greener fu-ture. Learning from our hybrid propulsion system now enables us to continue the journey towards our zero emission goal. The way is paved by our accumulated ex-perience with the use of a 2.7 MWh battery bank which equals the capacity of 364 cars.

We have a clear roadmap on how to achieve purely battery-operated ferry services on Puttgarden-rødby, and during the next couple of years, we will introduce plug-in hybrid ferries that will be charged in the port.

Near coast zero emission through plug-in hybrid ferriesWhen the ferry is in the port, it will be charging and electricity will be stored on board the ferry in the so-called ESS (Energy Storage System). When leaving the port, the ferry will then operate purely on

battery propulsion. At sea, the ferry will be run by diesel electric propulsion with emission funnel cleaning (closed loop scrubbers). When approaching the port, the ferry will once again be purely driven by battery propulsion.

Three potential roadblocksThe project has at least three potential roadblocks:

1: Scandlines needs to build competence in large-scale shore side charging – the batteries of the ferries need to be charged by 4 MWh in only 15 minutes.

2: Sufficient electrical infrastructure to the ports needs to be secured – the current electrical grid must be investi-gated and is most likely not sufficient to support large-scale charging.

3: Investment payback needs to be se-cured. The system requires an invest-ment of approx. 50-60 MEUr.

THE JOURNEY TOWARDS ZERO EMISSION FERRIES CONTINUESScandlines is ready to take the next step towards a greener future

Based on the experiences from the successful hybrid propulsion system, Scandlines is now preparing the next step towards

emission free ferries – plug-in hybrid ferries. The zero emission goal is becoming ever more achievable. In three to four years’

time, Scandlines expects the ferries on the Puttgarden-Rødby crossing to be purely battery-operated.

Anette Ustrup Svendsen, Communications Manager, and Marc Bergstein, Project Manager

Scandlines proudly presents: The world’s biggest hybrid ferry (Photo: Michael Dietz/Scandlines)

THE JOUrNEy TOWArDS zErO EMISSION FErrIES CONTINUES 9

10 CUTTING FUEL CONSUMPTION WITH PAINT

Hull coating significantly lowers fuel con-sumption and reduces carbon dioxide emis-sions. Take a 250 meter supertanker and look at its fuel consumption, it is around 50 tonnes a day. A figure that can be reduced by 6-8%, simply by optimising the coating on the ship bottom, thus minimising drag caused by fouling, as well as creating a smoother surface for sailing on sea.

Both fuel savings and CO2 emission reductionsA Danish-based shipping company, Uni-Tankers is dedicated to transporting liquid cargoes in a safe and secure manner while protecting the environment. The company wanted an efficient hull coating for its vessel, the Fionia Swan that would deliver both significant fuel savings and reductions in associated C0₂ emissions. It chose Hempaguard® X7, which delivers the promised reductions, without releasing unnecessary biocides into the marine environment.

Applying the paintThe Fionia Swan was brought into the remontowa Shipyard in Gdansk, Poland, in September 2013. The flat bottom and vertical sides of the hull were grit-blasted and 1.540 litres of Hempaguard® X7 were applied. All the application work was done with the assistance of Hempel’s Technical Service team to ensure a fast and efficient application process, and in total the full blasting and final curing took just nine days. After two years in service/water, Fionia Swan had her first survey in Frederikshavn, Denmark and once again with the as-sistance of Hempel Technical Service. Uni-Tankers has enjoyed an efficient Fionia Swan over a two years period, and the dry-dock survey proved that one of the reasons is that Hempaguard® X7 are keeping its promise of a smooth surface.

Assesing the effectSpeaking with Jan rindebæk, CTO, Uni-Tankers about the solution, he comments:

The Fionia Swan had Hempaguard® X7 applied in September 2013, and in August 2015 she had her first maintenance check in “Ørskov Shipyard. The survey showed great results of a well performing product. Hempaguard® X7 has helped deliver direct fuel savings of 4-5 per cent and, in certain loading conditions, this has increased to 8 per cent. cooperation and common solu-tions”, he said.

Determined efforts and discussions on how to further improve and ensure fully sustainable solutions, also economically, will be necessary including taking stock of lessons learned from regulating at the forefront of technology.

CUTTING FUEL CONSUMPTION WITH PAINTIn an ideal world, there should be nothing on your hull but water

The M/T Fionia Swan is a 15,000 DWT Ice 1A tanker designed for carrying oil and liquid chemicals. Two years in service and M/T

Fionia Swan chemical and oil tanker are still achieving 4-5% per cent fuel savings.

Group Product Manager at Hempel, Torben Rasmussen

Two years in service and M/T Fionia Swan chemical and oil tanker are still achieving 4-5% per cent fuel savings with Hempaguard® X7

Company: Uni-TankersVessel name: Fionia SwanIMO number: 9328974Date of application: September 2013Date of Survey: August 2015Yard location: Ørskov Stålskibsverft, Frederikshavn, DenmarkVessel areas: Flat bottom and vertical sides

CUTTING FUEL CONSUMPTION WITH PAINT 11

The Methanex methanol plant in Chile. The company is the world’s largest producer and supplier of methanol to major interna-tional markets (picture courtesy Methanex)

12 EXPLOITING METHANOL AS A FUEL TyPE

When using methanol, the emission reductions are similar to the advantages obtained by using liquid natural gas (LNG), however installation costs on board are only a fraction of the costs for LNG. Furthermore, methanol can be produced from biomass. To limit CO2 emissions, the IMO decided already in 2013 to adopt the Energy Efficiency Design Index (EEDI) as a mandatory instrument for ships built after January 2013. This has influenced the en-gine market and technical solutions quicker than anticipated. Therefore, to lower the EEDI, alternative low carbon fuels, such as natural gas (NG), liquefied petroleum gas (LPG) and methanol will be serious rivals to fuel-oil in the future.

An alternative to heavy oilBy nature, NG, LPG and methanol generate fewer CO2 emissions during combustion than fuel oils. Furthermore, methanol is interesting because bio-methanol can be made from a vast variety of biomasses and mixed with methanol made from fossil fu-els. MAN developed the ME-LGI (Liquid Gas Injection) engine in response to interest

from the shipping world in operating on alternatives to heavy fuel oil. Methanol and LPG carriers have already operated at sea for many years and many more LPG tankers are currently being built as the global LPG infrastructure grows. With a viable, convenient and economic fuel already on board, exploiting a fraction of the cargo to power the vessel makes sense with another important factor being the benefit to the environment. MAN Diesel & Turbo is working towards a Tier III compatible ME-LGI version, which can already be ordered today.

Methanol as fuelMethanol can be stored in normal non-pres-surised tanks, and is easy to transport. Train, truck and ship deliveries are already in place in many areas, so methanol infra-structure can easily be established and become feasible – even for a single ship in a remote area.At the moment, the cost of methanol is higher than the cost of heavy fuel oil (HFO) so it only makes sense to use methanol in sulphur emission control area (SECA) zones,

for river traffic, in remote areas with strict emission control (for example on lakes or in arctic zones) and in inland waters. In 2015, an approx. 30% reduction of fuel costs will be achievable when compared to marine gas oil (MGO) containing 0.1% sulphur. Therefore, it also makes sense to consider retrofit solutions for existing ships.

The dual-fuel ME-LGI conceptIn 2012, MAN Diesel & Turbo decided to expand its engine portfolio by looking at low-flashpoint fuels and, as a result, the ME-LGI engine series was introduced. The MAN B&W ME-LGI engine is the dual-fuel solution for low-flashpoint liquid fuels in contrast to the ME-GI (Gas Injection) engine where the fuel is injected in the gaseous state. To be able to use methanol fuel on the ME-LGI, the cylinder covers are equipped with fuel booster injector valves designed specifically for methanol opera-tion. For a 50-bore engine, this means that each cylinder cover is equipped with two additional methanol booster injectors. A liquid gas injection (LGI) block is also fitted on the cylinder cover.

EXPLOITING METHANOL AS A FUEL TYPEMAN Diesel & Turbo’s dual-fuel ME-LGI concept explores liquid possibilities

Methanol as a ship fuel is interesting for ship operators because it does not contain sulphur and is liquid in ambient air

conditions, which makes it easy to store on board ships. For ships operating in International Maritime Organization (IMO)

emission control areas (ECA), methanol could be a feasible solution to meet sulphur requirements.

René Sejer Laursen, Promotion Manager, MAN Diesel & Turbo

The ME-LGI engine can be delivered in different versions, depending on the low flashpoint liquid (LFL) fuel type used. Fuels for the ME-LGI engine are categorised by their vapour pressure at 60°C and injection is accomplished by a Fuel Booster Injection Valve (FBIV), using 300 bar hydraulic pow-er to raise the fuel pressure to injection pressure.

EXPLOITING METHANOL AS A FUEL TyPE 13

Alfa Laval environmental solutions secure both compliance and continued operating economy for vessels sailing in emission-regulated waters.

14 SECUrING COST-EFFECTIVE COMPLIANCE WITH MArINE EMISSION LIMITS

Alfa Laval has long worked to reduce vessel emissions, for example by curbing fuel use through waste heat recovery. In today’s work with SOx and NOx, the focus lies in balancing compliance with business sense.

Securing economical flexibility – Alfa Laval PureSOxWhile SOx can be limited by switching to low-sulphur distillate fuel when sailing in ECAs, this is expensive for vessels that do so frequently. Alfa Laval PureSOx is the smart alternative, allowing continued use of cheaper fuel by scrubbing SOx com-pounds from the exhaust.

What sets PureSOx apart is not only its pop-ularity – no other SOx scrubber technology has more reference installations – but also its flexibility. PureSOx can be configured for open-loop operation with seawater or closed-loop operation with circulation water, but is most often configured as a hybrid with both open-loop and closed-loop modes. This lets it offer the most

economical compliance possible, operating with seawater when allowed but switching to closed-loop mode when required by stricter local regulations.

Peace of mind with a smaller footprint – EGR and Alfa Laval PureNOx PrimeWhen it comes to NOx, Alfa Laval has focused its efforts on Exhaust Gas recirculation (EGr), in which cleaned exhaust gas is used to reduce the engine’s combustion temperature and prevent NOx from forming. Developed by MAN Diesel & Turbo, EGr is an on-engine alternative with a small footprint and low operating costs.

Alfa Laval has worked with MAN for many years to optimize this solution, contribut-ing directly with core expertise. Alfa Laval PureNOx centrifugal separation technol-ogy, which has been proven in thousands of hours of operation at sea, protects the engine by removing harmful compounds from the EGr circulation water. Today’s PureNOx Prime is a streamlined version of

the technology, with a design that further diminishes footprint and greatly reduces the initial investment.

A broad development scopeAlfa Laval is also looking beyond emission control itself, to find smart ways of offset-ting the overall costs. One example of the result is the Alfa Laval Aalborg EGr-HPE, a new high-pressure boiler for placement in the EGr circuit ahead of the pre-scrubber sprayers. Taking advantage of the extreme temperatures in this position, the new boiler can save energy in a number of ways, for example by boosting the efficiency of traditional waste heat recovery.

Strong ties to DenmarkAlthough Alfa Laval is a global company addressing a global marine market, its innovations in emission control are closely linked to Denmark. Development has occurred not only at the 250 m2 Alfa Laval Test & Training Centre in Aalborg, but also in close cooperation with Danish research institutes and in testing partnerships with Danish companies like A.P. Moller-Maersk.

SECURING COST-EFFECTIVE COMPLIANCE WITH MARINE EMISSION LIMITSAlfa Laval’s holistic approach to reducing SOx and NOx emissions

The tough emission limits in SOx and NOx Emission Control Areas (ECAs) pose difficult challenges for ship owners and operators. Alfa Laval is committed not only to meeting the new demands,

but also to providing solutions that minimize the financial impact of emission compliance.

René Diks, Alfa Laval Manager Marketing and Sales, Exhaust Gas Cleaning & Kristina Effler, Alfa Laval Business Manager, Water Treatment Exhaust Gas Emissions

Alfa Laval PureSOx removes sulphur ox-ides from the ship’s exhaust gas by scrub-bing it with seawater or fresh water. The unique hybrid design of Alfa Laval PureSOx combines environmental and economical advantages.

SECUrING COST-EFFECTIVE COMPLIANCE WITH MArINE EMISSION LIMITS 15

The strongest argument for DESMI’s green ship solutions is to be found in the data it has made publicly available at www.optisave.info - and in the specific calculations its energy experts can carry out for interested shipowners and their vessel designers.

16 LIFTING THE GrEEN SHIP BUSINESS CASE

It’s hardly news that the shipping industry is mobilising to meet the demands of wave after wave of new environmental regulations. From the IMO’s ballast water management legislation to EEDI (the Energy Efficiency Design Index for new ships) and SEEMP (Ship Energy Efficiency Management Plan), shipowners need to be ready to drastically cut energy consumption and emissions. Vessel and equipment producers have, of course, risen to the challenge, devising tools and strategies from new, energy-saving hull paints to higher-capacity container ships. But is there a way to make the necessary investments to satisfy regulations and create savings, too?

Solid data proves short payback timesPump solution manufacturer DESMI, draw-ing upon its long track record in the devel-opment and manufacture of pump solu-tions for marine, industry, oil spill, defence and energy industries, has some of the answers to that question. With solutions covering everything from seawater pumps to ventilation systems, the company has found plenty of ways to cut consumption. Its solutions have surprisingly short pay-back times – but often, the most compelling aspect is the annual savings that follow. And the company is putting forward solid customer data to prove its claims..

Optimising onboard energyAuxiliary systems in engine rooms and their pump components are designed to cope

with the worst possible foreseeable con-ditions. In reality, however, such systems can be made to run at operating levels that better correspond to the vessel’s actual load at any particular time. A lot of onboard machinery constantly operates as though the vessel is under 100 percent load and having to cope with air temperatures of up to 50 degrees Celsius and sea water temperatures up to 32 degree Celsius. But those conditions reflect perhaps only one percent of a ship’s operating lifetime. The rest of the time, you might say, it’s like running the heating in your house at full blast with the windows wide open. Making control systems that closely match energy consumption to actual requirements is something we’ve been focusing on for a number of years.

Positive cash flowSo why is all this onboard energy saving a good deal for the already cramped budgets of today’s shipowners? Apart from the benefits of sheer regulatory compliance and continued access to profitable sailing routes, the potential savings of onboard energy control systems have proven to be quite spectacular. Fuel is the most expen-sive component of the maritime business model. So once such a system is installed, it’s quick to prove its worth. And with the initial investment recouped, the shipowner actually earns money every single year until the vessel is decommissioned, sold or scrapped.

LIFTING THE GREEN SHIP BUSINESS CASENew rules call for fresh approaches

Maritime pumping solution manufacturer DESMI’s energy-optimisation approach generates positive cashflow for shipowners struggling to comply with new regulations.

Michael Lassen, Segment Director for Marine & Offshore, Desmi

Energy-optimising systems also help to make sure shipowner business models don’t suffer from the additional fuel con-sumption associated with ballast water treatment systems and other new, manda-tory equipment. Here, optimisation pow-er-savings can balance the fuel equation to maintain vessel profitability.

LIFTING THE GrEEN SHIP BUSINESS CASE 17

Training session in our full mission simulator. We provide guidance and training in sailing energy efficient and safely.

18 AN INTEGrATED APPrOACH TO ENErGy-EFFICIENT SHIPS

Seaborne transportation is the most energy-efficient means of transportation. However, the total volume of transported goods is responsible for almost 3% of the total emission of CO2. To lower CO2 emis-sions, the Marine Environmental Protection Committee under IMO has recognized the need to develop an Energy Efficiency Design Index (EEDI) for new ships. The purpose is to stimulate innovation and technical development of all elements affecting the energy efficiency of a ship from its design phase, thereby ensuring energy-efficient new ships.

Challenge or opportunity? Ship owners and ports face a distinct chal-lenge as ships become larger and larger, which affects passage through channels and straits as well as port calls. Another challenge is that all ships, old or new, have to minimise the total cost per transported unit. A third challenge is the more stringent requirements for reduced CO2 and NOx emissions. These are challenges we can address. We develop hydrodynamic and

aerodynamic expertise by combining wind tunnels, towing tanks, simulators and advanced training programs for off-shore, ship and port studies. Further, our psychologists address the human factors perspective.

The human side of energy efficient shipsThe potential for energy optimizing the operation of ships is diverse and complex. At FOrCE Technology, a unique team of specialists has developed a training course highlighting these many complex technical as well as human issues.

At the course, participants are guided through the operational and technical possibilities of improving ship perfor-mance. Operational topics include SEEMP and EEOI, weather routing, trim guidance, performance monitoring and maintenance. Technical topics include means of reducing the ship’s resistance through water and propulsive efficiency, and waste heat recovery possibilities.

Safety at seaOptimising performance is inherently linked with the impact it may have on safety aboard the ship. This includes selecting the right crews. A very strong tool in this con-text is a psychometric test battery, which includes both cognitive tests, a personality test and a safety profile test. The cognitive tests aim to measure a candidate’s abilities within areas of great importance to the work at sea, e.g. concentration, eye-hand coordination, visual awareness, etc.

research strongly suggests that certain personality traits increase the probability of being involved in an accident or a safety critical event. Some traits reduce this prob-ability. Thus, the combination of cognitive, personality and safety tests provides crucial inputs to decision makers when se-lecting crews. Currently several hundreds of officers are participating in the program, which has proven highly effective.

AN INTEGRATED APPROACH TO ENERGY EFFICIENT SHIPSSimulating all elements affecting the energy efficiency of a ship

In recent years, the maritime industry has focused on energy efficiency and regulations regarding safety and environment.

It is necessary to reduce fuel consumption and face stricter requirements for CO2 and NOx emissions. At the same time, the

safety of the seafarers and vessels must be maintained.

Arne Funch Mejer, Team Leader, FORCE Technology

Model test to verify the design according to the rules and regulations.

AN INTEGrATED APPrOACH TO ENErGy-EFFICIENT SHIPS 19

coach-solutions.dk

20 COACHING THE WAy TOWArDS GrEENEr SHIPPING

Clipper developed COACH performance monitoring solution to support its energy efficiency efforts. Since COACH became externally available, its customer base has grown rapidly and counts today nearly 300 ships from different segments. COACH pro-vides the operator with voyage monitoring analysis during and upon completion of the voyage. It assists operations and technical management by analysing the hull, pro-peller and engine efficiencies and can this way help optimise energy consumption, efficiently and inexpensively. reporting and communication are kept simple with unified noon reporting and energy devia-tion alerts from the vessels.

15-20% less fuel after dry-dockIn 2014, a Trader type bulk carrier was dry-docked two years prior to survey schedule. COACH monitors fuel consumption across engines and machinery, making it possible

to detect any abnormalities. Using the speed trend analysis, COACH identified that the vessel was over-consuming fuel oil, which indicated fouling. An in-water survey with video recordings of the hull showed that especially the flat bottom of the hull was heavily fouled including barnacles. In connection with hull clean-ing, the ship’s anti-fouling system was renewed. Post dry-dock, COACH showed that the vessel had returned to its normal fuel consumption level: 15-20% lower than before dry-dock.

The discovery of 120 tonnes fuelIn early 2015, the 30,600 dwt bulk carrier had progressively reported negative fuel over a longer period, i.e. the fuel amounts reported to bunkering were not consistent with the calculations performed by COACH. The following bunker survey discovered no less than 120 tonnes of excess fuel in

total. COACH calculates and analyzes fuel stock by comparing bunkering information and fuel consumption. This way COACH can estimate the remaining amount of fuel and report any deviations on a daily basis.

Optimisation never stops“Although shipping is the most eco-friendly form of mass long-distance transportation, we must acknowledge our environmental footprint. Fuel efficiency does not just come down to technical improvements, such as paint or ship design. Communication, processes and people play a great role in increasing efficiencies. Optimisation never stops. The majority of the vessels using COACH today are owned or operated by Danish shipping companies. This says something about the environmentally responsible mind set in our shipping cluster in Denmark.” Frank G. Jensen, CEO, Clipper Group

COACHING THE WAY TOWARDS GREENER SHIPPINGVessel performance monitoring from ship-owner to ship-owner

“Fuel efficiency is a key driver in Clipper’s sustainability efforts. Our performance management team focuses exclusively on

ensuring that the fleet is trading in the most economical and energy efficient way. COACH is an indispensable

tool in making this happen.”

Frank G. Jensen, CEO, Clipper Group

COACH voyage monitoring is done through daily noon reports from the vessel to the office. Satellite information can be over-lapped to track the progress of the vessel. During the voyage, COACH monitors the progress by comparing it to the instructions given from shore. If specified limits are not complied with, COACH sends a notification to the operator.

COACHING THE WAy TOWArDS GrEENEr SHIPPING 21

Installation of turbines at DONG Energy’s Borkum Riffgrund Offshore Wind Farm in the German part of the North SeaPhoto: Matthias Ibeler

22 TECHNOLOGy AND KNOWHOW DrIVES OFFSHOrE WIND COMPETITIVENESS.

Installing multiple wind turbines out to sea has long been a complex and costly affair. Today, however, that’s changing. While larger turbines, for example, make a major contribution to reducing costs, there are also reductions achievable through more efficient installation methods. As an instal-lation contractor with a fleet of high-tech vessels, A2SEA has cost-efficiency and environmental savings clearly in focus.

The company’s toolbox for achieving these aims includes purpose-built vessels, ad-vanced loading, transport and installation planning processes, increased knowl-edge-sharing with the supply chain and finely tuned safety routines.

Game-changer vesselsA2SEA’s SEA CHALLENGEr is a second-gen-eration vessel that optimises the loading and transport of turbine components fast-er and more efficient. She features instant manoeuvrability, a deck built to withstand massive loads, a leg center-installed crane that can slew 360 degrees without encountering another leg, extended crane reach and many other advantages.

This remarkable vessel can carry multiple nacelles, towers and blades at a time,

weighing thousands of tons, as well as bulky tool containers, personnel and more. The benefits of transporting that much cargo over as much as 100 nautical miles at once are clear: Under normal conditions, it takes 12 hours to sail each way. So carrying more components on each trip presents substantial savings as well as lower envi-ronmental impact.

Less ballast waterTypically, with a full complement of components on board, there’s a lot of load at the aft end, requiring vast amounts of ballast water as a counterweight. With SEA CHALLENGEr’s deck layout, however, the load is distributed more optimally around the vessel’s centre of gravity, requiring less ballast water and reducing structural stress.

Ideally, the same basic deck layout can be used from project to project, and with as many different types of components as possible – introducing cost-savings and energy efficiencies across the board.

Powered by knowhowOptimising the many aspects of installing an offshore wind farm demands meticulous planning and coordination. Achieving, for

example, an optimal deck layout demands both deep and broad knowledge covering everything from principles of vessel archi-tecture to experience with hands-on lifting operations.

A2SEA shares its knowhow with suppliers, interest groups and even its competitors to reduce offshore wind costs and environ-mental impacts. Presently, the company is part of an Offshore Energy-led project to improve wind farm operations and main-tenance efficiency. Where, for example, can time and fuel be saved? Sharing such insights is a key ingredient for delivering vi-able sustainable energy through offshore wind.

TECHNOLOGY AND KNOWHOW DRIVES OFFSHORE WIND COMPETITIVENESSSpecially designed vessels and equipment drive down costs for offshore wind

Second-generation, purpose-built vessels such as A2SEA’s SEA CHALLENGER combine with deep planning know-how to

reduce the costs of offshore wind farm installation and lower environmental impact during construction.

Jens Frederik Hansen, CEO, A2SEA A/S

CEO at A2SEA, Jens Frederik Hansen

TECHNOLOGy AND KNOWHOW DrIVES OFFSHOrE WIND COMPETITIVENESS. 23

The Danish shipping industry has proved to be competitive with high-tech, energy efficient ships developed in cooperation with Danish suppliers and shipyards, just as the conversion to green shipping also presents commercial opportunities to the marine equipment manufacturers.

24 PULLING THE INDUSTry IN THE rIGHT DIrECTION

CO2 Emissions from the danish merchant fleetMill. tonnes / percent (figure 1)

Fleet size in mill. dwt.Relative reduction in percentCO2 emissions in mIll. tonnes

90

0

50

2008 2014

Developments in climate efficiencyIndex numbers (figure 2)

Average transport work per DWT.

Overall operated deadweight

Total transport work

50

2014

2013

100

Transporting goods by the sea is by far the most climate-friendly mode of transport and in most ways also the most environ-mental-friendly mode, especially when you look at the footprint per transported item. For example, the CO2-emisson is the same whether you transport a 20 foot container from Asia to Europe full of consumer goods or you transport one single person by plane the same distance.But transporting 90 percent of the world trade, the shipping industry carries a huge responsibility in improving further and continuously minimising the effect on our surroundings. It is essential that the estimated doubling of world trade – or at least significant future growth in trade – doesn’t also lead to a doubling of shipping’s environmental footprint.

Global regulation is keyTherefore we need ambitious and global regulation. Being one of the 10 biggest shipping-nations in the world we feel a responsibility in pulling the whole industry in a responsible direction. The Danish Shipowners’ Association and its members strive to be frontrunners in both the innovation of new environ-mental-friendly solutions and in agreeing

internationally on ambitious but also realistic legislation. We support the  International Maritime Organisation, IMO’s decision to lower the allowed sulphur content in  ship fuel from 1.0 per cent to 0.1 per cent by 2015 in selected ECA-areas close to shore like the Baltic and the North Sea. And we support the implementation of a 0.5 per cent global limit by 2020. It is very important though, that the regulation is supported by proper enforcement.

Two sides of the same coinOften green solutions and a healthy bot-tom line can go hand in hand. Since 2008 Danish shipping companies have cut down their CO2  emissions by around 40 per cent proportionate to the dead weight tonnage (DWT) by developing new technology and by operation the vessels more intelligent. Our members have, since 2008, committed themselves to annually report the fuel consumption of all their ships to us. That way we can follow the results of the fu-el-reducing initiatives. Since last year, the transportation work, i.e. the cargo carried, has been included in the reporting from our members, which enables  the industry to demonstrate

the development in energy efficiency. We are pleased to see that the European Commission, inspired by the Danish ship-owners, last year adopted its proposed Measurement, reporting and Verification (MrV) system. The system will monitor the CO2  emissions from ships sailing European waters from 2018 and hopefully it will be elevated to global IMO legislation to ensure a global impact.

Blue INNOship for green maritime solutionsAnother Danish approach is a societal part-nership named Blue INNOship which is fo-cusing on creating growth and employment in the Blue Denmark through development of green and energy-efficient maritime solutions. Around 40 partners covering shipowners, suppliers, universities and schools, GTS institutions, authorities and classification societies and supported by maritime foundations work together on 14 very concrete projects with the potential to create Danish solutions in the short or medium term. Climate and environmental issues are multisided, complex and often global. Therefore we have to cooperate to find effective solutions.

PULLING THE INDUSTRY IN THE RIGHT DIRECTIONHow to go green without going red in bottom line

Global regulation and an innovative, collective approach to developing environmental and climate-friendly solutions is

the key to minimising the shipping industry’s footprint on our surroundings as world trade is increasing.

Anne H. Steffensen, Director General and CEO, Danish Shipowners’ Association

Since 2008 Danish shipping companies have reported their CO2 emissions to the Danish Shipowners’ Association. Thanks to a number of fuel-reducing initiatives, total relative carbon emissions have been reduced by 37% since 2008 (figure 1). However, a true picture of the development in energy efficiency must include transport work, i.e., the freight transported x the distance, a factor that Danish shipowners have taken into account since 2013. From 2013 to 2014 Danish shipping increased its efficiency index from 100 to 106.8 (figure 2).

PULLING THE INDUSTry IN THE rIGHT DIrECTION 25

If we want sea transport to be greener and competitive, and that maritime businesses invest in development and technology, the businesses have to have a business model that does not punish those who do develop new products – or for that matter hinders the shipowners who lead the way by implementing the new components.

26 FIrST MOVErS ArE NEEDED NOW AND FOr THE FUTUrE

The globe is dominated by the oceans. 70% of its surface is water, and the oceans continuously provide plenty of possibilities and challenges. According to the UN, the world population will grow to approx. 10 billion people in 2050. These numbers taken into consideration – including the limited space for the demographic devel-opment on land – our use of the oceans is needed for both handling the increasing trade. The maritime business will grow. It is important, though, that this growth happens in a sustainable and feasible way for the present population as well as future generations.

Regulating at the forefront of technologyDenmark focuses on research, develop-ment and innovation of green maritime technologies. Within the maritime indus-try, we are home to a range of globally leading businesses who are First Movers. Sadly, for the maritime innovators, being part of a decidedly global industry poses an obstacle in itself. It means that not only

do these businesses have to keep abreast of national legislation; they also have to be on top of the legislation of the countries in which they have their production sites or perform services in and also the countries from which their customers operate.

The oceans hold the futureDue to the global nature of the maritime business, it is vital to have all involved mar-itime parties such as politicians, shipyards, suppliers, authorities and ship owners meet in order to find a joint sustainable way for increasing the demand and the use of the oceans. Danish Maritime, being the industry organisation for the Danish maritime industry, strongly believes that the future is in the oceans, and we have to make use of this opportunity. However, we, as a trade, need to take our responsibility seriously and contribute with regulations to encourage the front runners allowing us to have sustainable use of the oceans, for the sake of both industry and future generations.

Better togetherCooperation is essential and needs to include mutual benefits for all involved parties. That demands a mutual trust which comes best through dialogue and meet-ings. We therefore hope that events such as Danish Maritime Days will bring you new visions and new cooperation – partners with whom you can develop new and inter-esting business for mutual benefit. No one can be the best at everything, but through cooperation we can get better. Welcome to The Blue Denmark with quality green and safety solutions!

FIRST MOVERS ARE NEEDED NOW AND FOR THE FUTURECreating sustainable growth is important for future generations, and we are the generation to provide the necessary springboard

That is why Danish Maritime believes that acknowledgement of the first moving innovative businesses in the industry, and the implementation and enforcement of the regulations they work by or develop towards are important, and they should be given

first priority in international maritime discussions.

Jenny Braat, Managing Director of Danish Maritime

As an industrial association, Danish Maritime is the meeting place for Danish producers of maritime equipment and ships. One of the most important tasks of the association is to contribute to the continuous success and global competitiveness of the Danish maritime industry by promoting favourable conditions for the Danish maritime industry.

FIrST MOVErS ArE NEEDED NOW AND FOr THE FUTUrE 27

The Navy’s new ships are built in compliance with the IMO Conventions’ demands to the widest extent possible and in accordance with classification requirements from an international classification society. Requirements mentioned will be put into operation via the International Classification Societies (DNV GE at present), by which convention certificates will be issued confirming compliance, e.g. International Air Pollution Prevention Certificate (IAPPC), International Oil Pollution Prevention Certificate (IOPP) or International Sewage Pollution Prevention Certificate (ISPP).

28 SMArTEr SAILING

The Danish Navy’s vessels are warships and therefore not subject to the civilian laws under UN IMO and the Danish Law of Safety at Sea. However, regardless the exemptions of navy ships’ compliance, it is Danish defense policy that the civilian rules and regulations must be complied with to the extent that it does not cause operational limitations.

Objective of the Danish Ministry of Defence’s green policiesThe Navy’s green policy objectives are laid down in Danish Ministry of Defence’s Climate and Energy strategy 2012-2015, and the Navy uses the Danish Ship Owners´ Association energy and climate objectives as guidelines. These objectives are ex-pressed as a declaration of intent, and the purpose is to intensify and enhance the environmental issues within the Defence in general, and particularly in relation to the consumption of fuel.

Intermediate projects within Smarter SailingThe preliminary analysis of intermediate projects within the framework of project

”Smarter Sailing” points to an energy op-timising potential for salt water cooling in connection with ventilation etc., replace-ment of the existing lighting on the sailing units to Light Emitting Diode (LED), recon-verting propellers to a more economic op-eration, frequency adjustments of pumps, catalysts, ballast water purification and the use of bio fuel.

Furthermore comes the introduction of Ship Efficiency Energy Management Plan (SEEMP), which together with the Naval Staff fuel model is a part of the Danish Ministry of Defense’ Climate and Energy Strategy aim KE19, which indicates that the Danish Armed Forces will have revised operational procedures, manuals and directives before the end of 2015, with a view to introducing environmental and energy considerations.

Implemented green initiatives Common to most of the initiatives is that they presuppose investments in equip-ment before the saving potential can be redeemed and before the environmental impact can be reduced. Implementation of

“green” solutions are generally considered in connection with alteration projects and worked in as much as possible in future maintenance- and mid-life-update projects.

At present, by mediation from the Defence Acquisition and Logistics Organization (DALO), the Navy has installed catalytic after treatment with injection of “Urea” on main engines in patrol vessels of DIANA-class and DALO has entered into contract concerning LED-lighting and ballast water treatment on 3rd KNUD rASMUSSEN-class LAUGE KOCH.

The Navy has also worked out a fuel model which is used as a tool to budget fuel quantities and CO2 emission. An update of the model has been planned in order to compare travelled distance and actual con-sumption of fuel with least possible con-sumption compared to the propeller-curve.

SMARTER SAILINGEnergy conservation in the Royal Danish Navy’s defense operational environment

Smarter Sailing concentrates its efforts towards implementing the Danish Ministry of Defence’s green policies. It is a joint

project with the participation from the present Naval Staff, the Joint Movement and Transportation Organization, the Joint

Command and the Danish Acquisition Logistics Organization.

Kurt Birger Jensen, Director of Naval Team Denmark

Energy optimising of the ABSALON-class is expected to give a concrete energy saving potential with a reduction of the energy consumption and thus a reduction of the CO2 and NOx emission. This converts into a reduction of operations and maintenance of USD 1,25 million per year for the ABSL-class alone.

SMArTEr SAILING 29

30 GrEEN SHIP OF THE FUTUrE

The public private partnership Green Ship of the Future was founded in 2008, but has recently endured a re-organisation. The collaboration is based on a value chain perspective with companies, industry organisations, research, education, and knowledge institutions and the public sector aiming at an innovation pipeline with new projects. The backbone is Danish participants. Foreign parties are welcome to take part in the cooperation, but such participation requires Danish value crea-tion and employment. Green Ship of the Future currently has 32 members.

GSF Round IIFrom an industrial policy point of view, Green Ship of the Future fits into the Plan for Growth in Blue Denmark (2012), stating that “Green solutions are the future for the Blue Denmark”. In accordance, the core activity of Green Ship of the Future is the development of environmental and energy efficiency projects in relation to ships. The main division is into:

• Machinery – production and consumption of energy.

• Propulsion. • Operation and maintenance. • Logistics. • General design.

The projects must set ambitious goals in regard to innovation and novelty, and with the marketplace as the end goal, the business case must be included as early as possible. It is a stronghold that the mem-bers of Green Ship of the Future include not only industry, but also educational institutions targeting operation and main-tenance. Furthermore, the possibility to use ships and equipment on board ships as test facilities is important.

Showcasing the Green Blue Denmark Green Ship of the Future is a display win-dow for the ability of shipowners, equip-ment manufacturers and service providers to work together, share knowledge and demonstrate new technologies and oper-ational practices. Furthermore, research, education and knowledge institutions support the activities, and the public sec-tor and industry organizations bring in the industrial agenda. The Blue Denmark has a proven track record of co-developing suc-cessful green solutions, mitigating global societal challenges. The open collaboration platform supports and encourages innovation and actively promotes the Green Blue Denmark abroad.

Complimentary initiativesGreen Ship of the Future was founded by four leading Danish maritime compa-nies together with the Danish Maritime Authority, as a recognition of the envi-ronmental responsibility embedded in the maritime industry. After 4 years, members could look back at successful projects and a strong professional network. In 2012, the green efforts were united to create the 16 mill. EUrO Blue INNOship project address-ing societal challenges in relation to the environment and energy efficiency. Blue INNOship embraces 36 partners from the Blue Denmark and the goal is development of commercial products and services.

There continues to be a high level of project activity and creativity within the industry and, accordingly, a need for support and co-ordination of new green project initiatives. With their different backgrounds, Blue INNOship and Green Ship of the Future are complimentary initiatives, co-operating to support a greening of the Blue Denmark

GREEN SHIP OF THE FUTURETurning green innovation into business

Green Ship of the Future is an open public-private partnership within the Blue Denmark. Forces are joined in order to explore,

develop and demonstrate ambitious green solutions for the shipping industry and for green shipping.

Mogens Schrøder Bech, Chair of the GSF Steering Committee, Danish Maritime Authority & Anne Katrine Bjerregaard, Head of Secretariat, Green Ship of the Future

Currently, the group consists of 33 members - all working on making shipping and ship building more environmentally friendly. For a list of current members or information on how to join, go to www.greenship.org

GrEEN SHIP OF THE FUTUrE 31

Danish Maritime Days is a non-profit public-private partnership between Danish Maritime, the Danish Maritime Authority and the Danish Shipowners’ Association. Our mission is to unleash the full potential of the global maritime industry. To find more information about Danish Maritime Days and the Danish Maritime Forum, please visit: www.danishmaritimedays.com

32 UNLEASHING THE GrEEN POTENTIAL OF THE GLOBAL MArITIME INDUSTry

The global maritime industry is the back-bone of globalisation and international trade, contributing to human wellbeing through growth and development all around the world. But there is still great potential to increase the role and positive impact of the industry. An estimated doubling in seaborne trade to by 2030 will increase environmental concerns and put pressure on an already strained industry. Danish Maritime Days and the Danish Maritime Forum sets out to address this global challenge and to find sustainable solutions and technologies that work in practice.

Danish Maritime DaysDanish Maritime Days is a major new event for the global maritime industry. It brings together a broad spectrum of stakeholders from across the industry with the objective to find, showcase and demonstrate new maritime solutions and technologies to the most important challenges facing the

industry today. With many events – includ-ing conferences, briefings, exhibitions, symposia, company visits, receptions and dinners – Danish Maritime Days is your op-portunity to meet your peers from around the world, to make new connections, to be inspired and to pave the way for new partnerships.

Danish Maritime ForumThe Danish Maritime Forum is the flagship event during Danish Maritime Days. It brings together ministers, top-executives and experts from all parts of the global maritime values chain with one clear goal in mind: to unleash the full potential of the global maritime industry to increase long term economic development and human wellbeing. The Danish Maritime Forum focuses on what steps might be taken to strengthen cooperation between all mar-itime stakeholders. It is a unique, creative workspace where participants collaborate, discuss strategic challenges and learn from

each other. Participants work together to identify key challenges and draft solutions including new business opportunities, pol-icy recommendations and collaborations. The aim is not just to listen and network, but to take on big challenges and generate tangible outcomes.

Join the platformDanish Maritime Days is an open platform. All events throughout the week are organized independently, on the basis of an open invitation. The objective is to bring together leaders across the industry with regulators and other stakeholders to inspire collaboration and to discuss the future challenges of the maritime indus-try. All stakeholders in the industry from around the world are invited to plan events as part of Danish Maritime Days and thus take advantage of the synergies that arise from participation in a shared platform of independent, international maritime events.

UNLEASHING THE GREEN POTENTIAL OF THE GLOBAL MARITIME INDUSTRYReduce environmental impact by half, double trade and increase profit

How can the global maritime industry meet the demand for transporting 20 billion tonnes of cargo annually – a doubling

from current volumes – by 2030 in a sustainable way?

Michael Søsted, Head of Secretariat at Danish Maritime Days

The 2015 Danish Maritime Forum will further pursue the fundamental challenges discussed last year, for instance how to enable sustainable growth, both from an environmental and economical perspective. All the findings from 2014 have been gathered in a report, which can be accessed through the website: www.danishmaritimedays.com

UNLEASHING THE GrEEN POTENTIAL OF THE GLOBAL MArITIME INDUSTry 33

ABOUT STATE OF GREENState of Green is a public-private partnership founded by the Danish Government, the Confederation of Danish Industry,

the Danish Energy Association, the Danish Agriculture & Food Council and the Danish Wind Industry Association. H.R.H. Crown Prince Frederik of Denmark is patron of State of Green.

Connect through: www.stateofgreen.com

34 GrEEN GrOWTH FOr BLUE DENMArK

4,5Max. sulphur content (%)

4,5

4,5

4,5

4,5

4,5

4,5

4,5

4,5

4,52000 2005 2010 2015 2020 2025 2030

Year

Globally ECA

Just as the Blue Denmark, green solutions constitute a Danish commercial strength. Creating cohesion between these two strengths has ensured green growth for Denmark’s maritime cluster, not least in light of the increased international focus on the climate and environmental impact of shipping. The Danish shipping industry has proved to be competitive with high-tech, energy efficient ships developed in cooper-ation with Danish suppliers and shipyards, just as the conversion to green shipping also presents commercial opportunities to the marine equipment manufacturers.

Global maritime – global solutionsDanish green maritime solutions are devel-oped and utilised on new-built ships across the globe, and as the construction of new ships decreases, repairs, maintenance and retrofitting of existing ships also present commercial opportunities to the equip-ment industry. These ships become more environmentally friendly and energy-effi-cient, thus meeting future environmental, climate and safety standards. Additionally, in the future, great potential is anticipated in the new-building of environmentally friendly and energy efficient-ships, for example in terms of ship construction in light-weight materials or through the use of alternative fuels. The introduction of requirements concerning reductions of

CO2 emissions in new ships by the IMO will further this demand.

Implementing green technologiesNew regulation of the shipping industry’s sulphur (SOx) and nitrogen oxide (NOx) emissions and energy efficiency as well as the increasing fuel costs mean that new and more environmentally friendly fuels will be more in demand.

Danish marine equipment manufacturers are leading in terms of environmentally- and climate-friendly solutions. constantly developing and making use of new tech-nology, such as new light-weight materials, solutions for purifying exhaust gas and ballast water treatment. At the same time, the Danish authorities play an important role in relation to public demand for ships and transport services and in terms of

setting the course for green shipping and green solutions internationally.

Experience implemented green solutions - liveA cornerstone of the Danish vision is to inspire others and demonstrate of the transition to society built on sustainable solutions is both possible and profitable – and we invite people to come and see for themselves. Through State of Green Tours we offer international commercial and political decision makers, as well as inter-national media, a chance to take advantage of the technologies and lessons-learned by leading Danish maritime and shipping com-panies and institutions across the green landscape. For more information about State of Green Tours, please visit www.stateofgreen.com/tours.

GREEN GROWTH FOR BLUE DENMARKDenmark is a green maritime cluster. It’s part of our DNA

Denmark is one of the world’s leading maritime nations. Our maritime cluster brings together talent and pioneering

expertise within green shipping, offshore and maritime technology and services, as we constantly push the boundaries

for commerce, competence and cooperation.

Finn Mortensen, CEO of State of Green

The shipping industry is faced with a sig-nificant green conversion at present with stricter requirements for ships’ environ-mental and climate characteristics, includ-ing requirements for reducing nitrogen oxides (NOx) and sulphur emissions.

Stricter requirements for the sulphur content of ship’s fuel globally and in special emission control areas (ECA) in the waters around Denmark

GrEEN GrOWTH FOr BLUE DENMArK 35

Learn more about Danish green shipping and maritime solutions, find more cases from

around the world and connectwith Danish expertise at:

www.stateofgreen.com

Danish Maritime Days is a non-profit, public-private partnership founded by:

State of Green is a non-profit, public-private partnership founded by: