NO. 2. 2009. SAFETY & SUPPORT AT SEA

FRCs are still improvedThe latest generation of ESVAGT’s rescue boats, FRC 15C, is continuously improved in a dialogue with the crew that operates them. At the same time the previous versions of the FRC are brought up to date.The FRC 50 is the prototype of the model 15C - the latest generation of fast rescue boats in the ESVAGT fleet. When new FRCs are being built, FRC 50 is the model. But it would not be quite wrong to say that all FRCs are proto-types.

The set-up is always adjusted, the accom-modation changed, things changed - to make the recent FRC the best FRC. Though FRC 60, which is being built at the moment, in many respects is quite different.

The visible part of the work takes place in ESVAGT’s premises on Hækken, where the sys-tem is upgraded and things changed, but by far the largest part of the process actually takes place at sea:

- The majority of improvements is made after input from our offshore staff, says Bjarne Mikkelsen, Service Manager in ESVAGT:

- They are the users, and they know what is useful and what can be improved, he says.

And Ole Andersen, former CEO of ESVAGT and today – in this own words - "active retiree", adds:

- The people offshore can be sure that we listen to the suggestions they forward. They must have confidence that we always do things a little better and are constantly trying to build the best boat to them. In return, they must treat the boats properly and ensure that daily maintenance is in order, so the boats are always functioning optimally. This interaction is very important, says Ole Andersen. Small electronics, more mechanics

Another important co-operation is with subcontractors and partners. Lindpro and West Marine are good examples when it comes to being aware of possible solutions that can make a positive difference:

- They must be commended for being proactive and engaged in what we do - it means a lot that we always have the best solu-tions, says Bjarne Mikkelsen.

The best solutions are not always the most advanced ones. As you can see from the list elsewhere, much of the recent improve-ments in the boats move towards a more

mechanical - and less electronic and modern – solution.

- You can say so, but we have chosen to change some of the newest and smartest solutions with fully tested and mechanical solutions. It is very important to use equip-ment that you can trust - equipment that works and is thoroughly tested. We had some problems with some of the most advanced solutions and we have chosen to switch them out with a more practical and functional ver-sion, says Ole Andersen.

In other areas where development has created smart and reliable equipment, we have chosen the most modern solution. For example, AIS, a VHF-based system, so the mother ship always knows exactly where the FRC is.

- It is safety-wise probably the best news since the radar, emphasizes Ole Andersen. n

2

EditorialIn the first six months, ESVAGT has taken over further two new buildings of the C-type from the ASL Shipyard in Singapore. After the trip south of Africa, the first ship was named by Ellen Braune, Operations Manager of Winter-shall. The ship is on charter to Wintershall and Det Norske Olieselskap for a three year period. The second ship, ASL 903, will be named in Stavanger on 30 June, after which it goes in charter to MLS / Aker Exploration.

We expect to have two additional ships delivered from Factoria Naval de Marin in Spain, but we have been heavily hampered by the ongoing collective bargaining in the area, and any delay is likely.

Now it is working day in the offshore industry again, for better or worse, but we welcome the fact that it is considerably easier to recruit and retain qualified employees so that we may maintain a high level of service to our clients.

Unfortunately we see too often routine servicing to avoid breakdown resulting in breakdown immediately after the completed service. This is unacceptable and often creates serious consequences for us and our clients. We follow this situation closely, and this will of course be included in our estimates regarding choice of suppliers and equipment.

The preparedness part is not affected in the same way as the rest of the offshore mar-ket, with supply and demand being reasona-bly balanced, and a decline in the market is likely to result in the older and proven ton-nage being sent for scrapping so that this bal-ance is maintained.

I wish clients and employees a good summer. n

Ovin H. Carlsson

The ESVAGT Prize 2008 will reward good initi-atives in the company, and the winner fully lives up to this purpose. The prize will be awarded to Ole Chistiansen from "Esvagt Kap-pa" - a very ingenious gentleman. He has over the years helped to develop ESVAGT to come up with many inventions, which have been

Among four qualified candidates Ole Christiansen won the ESVAGT Prize 2008 for his great creativity.

Creative "Gyro Gearloose" rewarded with a prize

Ole Christiansen has many "funny" ideas for devices and inventions that can make everyday life easier, better and safer on ESVAGT’s ships. It has been many inven-tions over the years - and now also an ESVAGT prize.

implemented on the vessels. Among other things the known ESVAGT-hook and shoulder lights on the suits.

Ole Christiansen has made many proto-types or models of inventions, among other improvements to the winch system on the boat davit.

Ole Christiansen won the ESVAGT-prize ahead of competent rivals.

Among the other nominees were "Esvagt Connector”s crew for its great optimism and positive attitude, Jakob Moustgård from" Esvagt Beta" which after a hard start of

"Esvagt Beta "has focused on a loyal attitude and atmosphere on board and the crew of

"Esvagt Supporter" for its work with the FRCs. HR Manager, Nick Vejlgaard Ørskov, is

grateful for the many examples of good initia-tives in the company and hopes to get as many – and just as good - nominations in 2009.

The decision to reward Ole Christiansen was taken by the co-operation board and management. n

3

NO. 2. 2009. SAFETY & SUPPORT AT SEA

"Esvagt Cobra" named - in the last minute

On 14 May, after 56 days' of travel, TBN 902 arrived to its naming ceremony in Stavanger – just half an hour before the naming and twelve hours later than expected and planned.

- Because of fear of pirates, we sailed south of Africa. It took longer time and then we both hit double countercurrent in the Chan-nel and then a storm, which delayed us even more. But luckily the ship arrived on time, says John Mejer, Operations Manager of ESVAGT.

Despite the tight schedule we managed to get the naming in place, and then "Esvagt Cobra" which the ship was named, was added to ESVAGT’s fleet. Ellen Braune, HSE and Oper-ations Manager of Wintershall Norge ASA, was sponsor and the sponsor’s daughter, Elise, was flower girl.

The day after, "Esvagt Cobra" went on charter to a consortium of Wintershall Norge ASA and Det Norske Oljeselskap ASA. The next three to four years, the ship will work with the drilling rig Songa Delta in connec-tion with various exploration wells in the Nor-wegian sector. Odfjell Well Management AS performs services related to well planning, HSEQ, drilling and marine operations on behalf of the operators.

"Esvagt Cobra" is new building number seven of ten from ASL Shipyard in Singapore. ESVAGT is extremely satisfied with the quality of the ship, and delivery from ASL has also this time been on schedule. At the time of writing new building number eight is on its way south of Africa and is expected to arrive in Stavanger in late June. n

Length: 45.80 m

Width: 11.50 m

Draught: 4.60 m

GT: 850

Fresh water: 95 m3

Fuel capacity: 200 m3

Speed: 12 knots

Approved: DK + NL 140 / N 250/UK 300

Accommodation: 12 persons

Facts about ”Esvagt Cobra”

Double countercurrent in the English Channel and one day with bad weather delayed the arrival of TBN 902 to its own naming ceremony considerably.

On 14 May, "Esvagt Cobra" was named in Stavanger. Seen from left on the picture is Ellen Braune, Elise, John Medhus, Lonnie Carlsson and Ovin H. Carlsson.

4

"Esvagt Cobra" avoided pirates

The Somali pirates who are ravaging off the East African coast and the Gulf of Aden are now rather expensive to ESVAGT.

Because when new building "Esvagt Cobra" left the shipyard in Singapore, the ves-sel was not as the previous six sister ships going through the Suez Canal. Instead ESVAGT chose to send the ship south of Africa

- a route that extended the journey by 17 days, but this was a necessary choice:

- The low freeboard and the relative slow pace mean that we are too easy a victim of the pirates who operate on the other route, says Operations Manager, John Mejer, ESVAGT:

- It costs us extra seventeen days to go that way, but there is no alternative. Due to our crew, this was crucial and when we cannot be absolutely sure that the area is safe for our people, we will not send them that way, says John Mejer.

No security forceIt increases expenses by 17 days' pay for the seven-man crew - and it also costs 170 cubic meters of extra fuel to take the old route south of Africa. Add hereto the missing income because the ship is 17 days delayed in charter:

- It's hard to make up what it costs us, but it is necessary compared to the risk of the crew. And also in relation to what it will cost to get the ship released again if the pirates boarded it, says John Mejer.

ESVAGT considered several other options too - such as taking the ships by barge, so they are transported home on a large ship:

- It would mean that it was not our people who were onboard - but we would still risk the ship being hijacked, and time-wise it took the same time as sailing south of Africa. We also considered a security force, but we do not believe that kind of solution is viable.

We estimate that a security force will probably make things worse. The pirates are not in lack of weapons, as it is now - we do not want to escalate the situation by taking a security force onboard. It probably means that they take the offensive when they attack, says John Mejer.

A fourth solution, which was examined, was the possibility to hire an escort ship, but it could not be guaranteed. So considering the many possibilities, the long and safe route around the Cape of Good Hope was chosen. And the route will also be used in future. Thus, TBN 903, which is the next new building of the same type and from the same yard as

"Esvagt Cobra", will also sail home on this route:

- So we are sticking to the alternative route until we see a much improved safety. Before that we will not change the procedure, says John Mejer. n

ESVAGT’s recent new building , "Esvagt Cobra", spent 17 days extra to sail south of Africa to avoid pirates in the Gulf of Aden - expensive but necessary, says Operations Manager John Mejer.

5

NO. 2. 2009. SAFETY & SUPPORT AT SEA

SVITZER introducing "Esvagt Cobra" to Cape Town

It is an ill wind that blows nobody any good. SVITZER did what they could to live up to it when "Esvagt Cobra" had to go the long way south of Africa to avoid pirates in the Gulf of Aden.

"Esvagt Cobra" nevertheless had to bunker in Cape Town, so it was indeed a golden opportunity to arrange an open ship with a buffet for many potential clients:

- They had a review of the ship and an explanation from the captain, and we spent some merchandise. The event lasted three hours – and it was a good idea to have an open ship arrangement when we had to spend three hours in Cape Town anyway, says John Mejer, Operations Manager of ESVAGT.

“Esvagt Cobra”s visit to Cape Town also caused a very flattery press in the local SA Shipping News where the vessel got praised for many details, among other things the very roomy galley, which according to the newspaper will be envied by many sailors who had to sharpen their culinary abilities due to lack of space. It was also underlined in the article that the crew have extremely comfortable quarters onboard complete with flatscreens. n

ESVAGT’s co-owners, SVITZER, used "Esvagt Cobra"s detour south of Africa for a demonstration of the ship to potential clients in Cape Town.

"Esvagt Cobra"s long route south of Africa meant that SVITZER could use the opportunity to show the vessel to clients in Cape Town. ESVAGT though has no immediate plans to operate in this part of the world.

Ambitious targets for HSEQ Health, Safety, Environment and Quality Department - HSEQ department in short - has put a figure on its ambitions to be a better, safer, more quality-con-scious and environmentally friendly workplace, being the fields that HSEQ covers.

The goal of E and Q - the environmental impact and quality of work delivered - is set to the level required to meet the certifications ESVAGT has selected. The standards are the industry's best and the aim here is to continu-ously improve performance.

Another key area is employee retention - and this has been improved, too. Turnover - the percentage of staff leaving during the year - the current ambition is to get the figure down:

- It is to push ourselves, but that is what we are after. The old ESVAGT spirit which may have been a little difficult to spread to all departments in recent years where it has gone so fast, we need to have improved. It is among other things motivation and interest in your job - and it ensures stability. And because stability is important to perform the job properly, we work a lot with that, says Steffen Rudbech.

With regard to health ESVAGT will contin-ue its cooperation on the very large-scaled health project with the Centre for Maritime Health and Safety.

The goal of safety is quite simply: zero accidents and zero incidents of great poten-tial:

- Modern maritime life is about safe operation and performance, which we do ours to meet, says Steffen Rudbech. n

6

”Esvagt Charlie” – now with deck chairs!

Once big ferries were the way of travelling on long voyages whether it was from Jutland to Seeland or from Europe to America - where the comfort among other things is to sit on the aft deck in a deck chair with a good book, coffee or a drink - and with a blanket around your feet.

“Esvagt Charlie” has improved the service level for the passengers who praise the initiative.

Tired offshore people have a well deserved rest on board the "Esvagt Charlie" after work.

Today much of this has been replaced with bridges and flights, but “Esvagt Charlie” has revived a part of the old comfort - namely the deck chairs:

- We sailed with oil workers on the Dan field which we often have done and noticed that the waiting time between the satellites and the fixed installations was tiring for the workers who had worked in the fresh air for 10-12 hours, Helge E. Petersen, Master of

“Esvagt Charlie”, explains. But when many of our guests cannot

stand to come under deck as they have not had the chance to get used to the sea during the short time they are onboard. Then they only have the choice to go inside to keep warm and get seasick or to stand outside in the wind till we reach our destination, he says.Coffee and shelter

Both parts was bad solutions so the crew onboard “Esvagt Charlie” put up a tarpaulin in

Rescue exercises with FRC on a fine level ESVAGT’s training intensity with FRCs is still increasing, and on board many ships training is more than twice the amount of the required.

Some ESVAGT ships do not train as much as they want, but this is explained by either a stay in a yard or tasks outside standby duties, where training is not possible.

Facts:The tennis player Björn Borg was right when he, after a game with many lucky balls to his own favour formulated his "luck" like this:

"Yes, it's fun - the more I train, the luckier I am." Much work requires an element of luck to

succeed - including rescue work. But as the tennis star said, if you increase your training, you may increase your luck to give better odds.

The same goes for ESVAGT where the work is rescue and safety - and training is about just that.

And in increasing amounts. ESVAGT has the ambition that all ships should practice minimum nine hours a month with the FRC. But statistics show that most crews train at least 15 hours and some ships even more than 40 hours. Chief Operations Officer, Ole Ditlev Nielsen is very pleased with that:

- We have indicated that training has high priority and we are very satisfied to see that it leads to an intensified effort, he says.

The FRCs are definitely crucial whether a rescue operation succeeds or not. When the rig West Gamma capsized in 1990, 51 men were in the water. Five men were rescued by other means, while the remaining 46 were rescued by the FRCs. The FRC is the main life-line you will ever have in an emergency situa-tion:

- We know the importance of the FRCs, but we also know that you have to train with them to realize their full potential. Experience shows that those who can operate a rescue boat even in bad weather make a difference. Training is essential if we are to work properly in all weather situations, says Ole Ditlev Nielsen, who also points at another aspect of the training:

- Our training level is something that customers are watching. When we have a high training level, they also know that we can provide the safety they have purchased from us, says Ole Ditlev Nielsen. n

When the rig West Gamma capsized in the North Sea during a hurricane in 1990, the weather made rescue from helicopter impossible. The crew had to jump into the water. All 51 men were picked up - the 46 by an FRC. Therefore, training with the boats is so important, says Ole Ditlev Nielsen.

the port side and a loose lower windshield around the capstan with two rubber straps with hooks in the end:

- It gives us a cheap shelter and we have bought some aluminium folding chairs to put in the shelter corner, where our guests are offered a cup of coffee or tea. The result is that they get a short rest, socialised and discuss the day's work at the same time as the waiting time is shortened. We have received very good feed back in connection with the well services we performed with Maersk-workers from the Dan field, Helge E. Petersen says.

However, the shelter is not only used for comfort to our guests - also when we sail in foggy weather conditions the shelter prevents both from draught and from coldness. The safety is not compromised by the mounted shelter. We can quickly remove the shelter so the deck crew has available escape routes away from the deck area. n

7

NO. 2. 2009. SAFETY & SUPPORT AT SEA

Upgrading and new approaches to the "older" models of the FRC with outboard diesel engines:

AIS on all boats. A system that en-1. sures that the mother ship always knows exactly where the FRC is. The system works - in contrast to various radar reflectors - also in very bad weather. Bilge water alarm in the battery room 2. - turns the alarm on if there is water. LED light on the stern to the handle 3. to be activated to turn the boat in case of capsizing. Buddy line - a 5-meter long rope with 4. knots in which the crew can hold in case of capsizing, while the boat is turned.Boarding ladder, which can be pulled 5. out so that you can climb up into the boat from port side. The power network has been upgrad-6. ed. A better product with more uniform quality ensures greater reliability.

Upgrades:

How to improve the latest models of the FRC with inboard diesel engines:

New manoeuvring handles without 1. electricity - making it easier to feel if the boat is in neutral or clutched in. Increases operational safety. New dead man’s handles on control 2. panel. As per IP 68 requirements, which are the highest standard on the market.LED lights on the stern replace 3. battery-powered model - in red in order not to affect night vision. New type of main circuit breakers - 4. mechanical, in order to save an electrical signal and thereby reduce risk for shutdown.Tank gauge in more robust version. 5. New buttons for 'start' and 'stop' 6. features – more reliable. Fuel oil filter which can be drained. 7. Clean fuel – safer operation. Boarding ladder, which can be pulled 8. out so that you can climb up into the boat from port side.Replacement of solenoid valves on 9. the exhaust to a model that better withstands temperature differences. The new manoeuvring handles make 10. it possible to switch to other propel-lers on the engines. Previously they were three-leaved and rotated in the same direction. Now they are four-leaved and contra rotating – this significantly improves manoeuvrabil-ity and gives a slightly better accel-eration. Means half a knot at top speed, however.

Moreover, after experimental studies with sea anchors, which are released together with the floater, it has been decided to install an auto-matic, release sea anchor so the boat reduces speed and makes it possible for more people to come aboard. A marking of the cargo area has been made in order to ensure optimal sta-bility with seas running in from the stern.

Improvements:

On the new FRCs the manoeuvring handles are completely free from electricity - it makes them more reliable. At the same time, the manoeuvrability has been impro-ved so it is mechanically easier to feel when the boat is in neutral and clutched in. You can see the new dead man’s handles under the handles.

Two of the current improvements being undertaken to fit the earlier models of the FRCs are located on the stern. A 5 meter long rope - a "buddy line" - which you can hold to while the boat is turned. And an LED lamp that lights up in red when the dead man’s handle is activated, there-by showing the way to the trigger to turn the FRC.

Facts about improved FRC's

8

239 days without accidents

You cannot save people if you cannot take properly

care of yourself. Accident statistics show that things

are going the right way for ESVAGT.

ESVAGT provides maritime safety as its primary task.

And the mission begins, like so much else with putting

your own house in order.

Ensuring employees at ESVAGT a good and safe

working day is a focus area, and it is an area that bears

fruit. Until 1 June 2009 ESVAGT has had 239 days with-

out an LTI (Lost Time Incident) and this makes HSEQ

Manager Steffen Rudbech pleased:

- First and foremost, it is good for us as a company

and for each employee that no one in ESVAGT has

been seriously injured at work during the period, says

Steffen Rudbech:

- Secondly, it is also good that we as a company can

demonstrate that we have relatively few accidents.

When clients need to evaluate whether they want us

or another operator to provide a service, they ask what

our LTI level is. They simply take the number of LTIs,

multiply it by one million and divide it with the

number of man hours. And if the score is low, we

might get the job, says Steffen Rudbech.

169 times it was close

ESVAGT works in an international industry, so all

descriptions of safety are standardized and interna-

tional. It works not only with LTIs, but also with RWCs

and MTCs. An RWC is a restricted work case. An exam-

ple of this can be if a cook cuts his finger and then can-

not work anymore that day, but still can carry out oth-

er work. An MTC is a medical treatment case where an

employee must be checked or receive medical help to

continue his work.

We also work with the near misses - "close misses",

if you like - to keep track of the accidents which were

about to happen, but which we must learn from and

avoid in the future:

- We see near misses as a basis of experience, says

Steffen Rudbech:

- It's about analyzing what could have happened,

so you get into the habit of checking before you start

the job, and while you are working. It is not the inci-

dents giving a blue fingernail we are looking for, but

those where there is potential for damage to employ-

ee, environment and equipment. These are normally

the mistakes which can be avoided by care that we

would like people to see, says Steffen Rudbech.

ESVAGT had 169 such incidents last year:

- We are pleased with this because it shows that we

have the right reporting culture. Again, one could say

that when clients hire us, they also check up on

whether we have control over reporting and experi-

ence registration. And it is better to have 169 near

misses than zero, otherwise you could believe that the

company does not keep track of anything, emphasiz-

es Steffen Rudbech.

Two months on safety

An example from the Norwegian sector shows that

ESVAGT takes its safety work seriously. In the area

where ESVAGT has five sister ships in operation, one

ship had a near miss. The incident was reported, but in

the following dialog, it was clear that a similar incident

could happen again:

- We were in contact with several of the ships and

asked about how they would solve the situation - and

it appeared that there was some uncertainty. So we

sent a safety coach and instructors with "Esvagt Beta"

to the ships to train them. We took one ship at a time

until all five crews had a grip on it - and then we did it

once more. We spent almost two months on this, but

now they can perform the job, says Steffen Rudbech.

9

NO. 2. 2009. SAFETY & SUPPORT AT SEA

ESVAGT extending their work area The last three to four years with steady oil demand and strong oil prices have had the effect that ESVAGT is now largely engaged in standby jobs and services at the platforms. Now the ships are chartered to other tasks.

"Esvagt Dee" which ESVAGT recently acquired with both technical manage-ment and crewing from Mærsk, has been renegotiated and extended its contract for one to four years for Hess, Equatorial Guinea.

Likewise, the "Esvagt Corona" con-tract has been extended for the next five years with an option for further two years for ConocoPhillips, Norway.

Two long-term contracts to "Esvagt Corona" and "Esvagt Dee"

Collection of bottom samples, hotel ship for wind farm technicians and surveying in the Gulf of Finland. This has little to do with our core competences - work as standby vessel, handle supplies to drilling rigs or transfer people - but that is also part of ESVAGT’s work.

ESVAGT’s Chartering Manager Ib Hansen is also looking for charters in other areas than the oil industry when he seeks jobs to ESVAGT’s ships:

- We have always had a high profile, where we did many different things and took on many different types of tasks. But with the recent heavy demand for oil, we have been busy just to meet the demand in our core area, but now it is slowing down a bit. Therefore, we also returned to some of our old virtues where we make use of our other capabilities, says Ib Hansen.

Checking for mines There are many examples of our different

tasks - and not less exciting to what ESVAGT primarily deals with.

E.g. in connection with the Nord Stream project, "Esvagt Connector" is working as a

"platform" for an ROV surveying the seabed in the Gulf of Finland in order to prepare the route for 2 x 1220 km of sub-sea gas pipelines, which will go from Vyborg in Russia to Greifs-wald in the German Baltic Sea:

- The seabed is mapped by ROVs (remotely operated vessels or unmanned mini-subma-rines) that mark the points where the pipeline vessel is to be anchored. At the same time the ROVs check for mines and other obstacles, says Ib Hansen.

Another example is "Esvagt Supporter", which has been chartered to Mærsk Olie og Gas to carry out a wellhead maintenance campaign, transferring technicians to the unmanned satellite platforms. The project will take place from late May and 6-8 weeks ahead:

- We operate as a hotel ship for technicians, sailing them to the platforms and transfer them safely to the platform. The last part of the trip is by FRC, says Ib Hansen.

"Esvagt Preventer" has been working with delivery of 900 bottom samples for an environmental check and is now on charter to BP Norge to work as a guard vessel on the Varg field. n

10

New employees

Søren Carlsson is employed as Fleet Personnel Officer at the end of 2008.

Søren origins from Lunderskov and is educated Captain at Svendborg Navi-gation School. He has sailed as a mate for Torm and DFDS and worked as a sur-veyor for Svendborg Marine Surveyors.

Søren lives in Haderslev together with Berit and her two children, Kerstin and Anders. Spare-time is used on camping and when time allows he rides the bicycle or is jogging.

Ole Højlund, 48, started with ESVAGT on 16 March 2009. Ole is a Chief Engi-neer and has since 1987 been employed in DFDS A/S as an Engineer or Chief Engineer working at sea.

Private Ole lives together with Berit who is a clerk, and their two children who are 15 and 17 years of age. After the summer holidays they will both go in the gymnasium.

Ole has lived in Fourfeldt in Esbjerg since 1990. Spare-time interests is a motorbike of older date which is used for tours in the country side when the weather is good - and a dog which is walked regularly, this one, however, in any kind of weather.

On 1 March 2009, Kim Wium Laursen, 46, was employed as a Fleet Manager Technical Department. Kim is educated in the wind farm industry, followed by three years in EAC as an engineer assist-ant.

In 1989, Kim got his extended engi-neer’s certificate of competency and joined AP Møller as a marine engineer and worked with semisub drilling, oper-ational controller and chief engineer in the fleet as well as new construction projects for APM Technical Organization.

Kim has also worked as a team lead-er in Herning Shipping with technical operation of product- and chemical tankers.

Before his employment with ESVAGT, Kim worked 2½ years with the construc-tion of gas carriers in South Korea for the shipping company J. Lauritzen.

Kim lives in Herning and is married to Jitka. They have a daughter, Nikola 19 and a son Sebastian at 13.

He spends his spare time on his chil-dren's sports and on fixing the “bike” in the garage.

The family travels as often as time permits to Jitka native country – to Prague in the beautiful Czech Republic.

On 1 April 2009, Thomas Fauerby, 34, was employed as an Assistant Charter-ing Manager. Thomas is trained as a cap-tain and sailed container ships in AP Møller-Mærsk and torpedo missile ships in the Navy.

In 2005 Thomas completed his edu-cation as marketing diploma and has since worked with sale of yachts.

Thomas lives in Odense along with Dorte and their two children, Magnus and Julius. His spare time is mainly used for yacht racing.

11

NO. 2. 2009. SAFETY & SUPPORT AT SEA

Seal took a breather on Janus ESVAGT’s training in seawater had an unexpected participant - a seal! ESVAGT has something with seals - just ask the "Esvagt Charlie" which as you know, picked up a tired grey seal and gave it a ride to shore.

And when the crew of "Esvagt Carina" as part of the exercise programme would prac-tice swimming in open sea in the Norwegian sector, Janus Mortensen got unexpected company:

- He lies in the water as a seal suddenly jumps up on his knee to take a rest, says Stef-fen Rudbech, HSEQ manager in ESVAGT:

- We have been told that the seal often pays a visit to the ship in the area and often uses the bulb as a resting place. But that it also uses ESVAGT employees for resting is new to us, he says.

- And we will probably not see that again, emphasizes Steffen Rudbech.

Janus Mortensen swam in open water in the Norwegian sector as part of the training. A seal took a chance to use him as rest.

ConocoPhillips' safety system is also integrated with the ESVAGT ships that are in charter to ConocoPhillips. A good supplement to PEDRO.

PSI system popular at ESVAGT

In ESVAGT we use PEDRO, which is the code word for better safety.

But for the three ESVAGT ships "Esvagt Kappa", "Esvagt Sigma" and "Esvagt Corona" which are on charter to ConocoPhillips Nor-way. PEDRO is supplemented by PSI. And this is quite popular with the employees, says Steffen Rudbech, HSEQ-Manager at ESVAGT:

- PSI - or Personal Safety Involvement, which it rightfully stands for - is the system for greater personal safety, as ConocoPhillips is working from. We have three ships on charter with them and this is the reason why they have given an introductory course to our employees. And our staff has been very pleased with that, says Steffen Rudbech.

Currently, ESVAGT has no plans to intro-duce PSI as the primary safety system, and Steffen Rudbech is certain that an element of continuity also contributes to increased safety

- so PEDRO is not replaced. But an individual supplement is always good, he says:

- PSI works from the assumption that through conversation you can identify hazards and signs of damage, and it works. You learn a new way of doing things, and this is always positive. The aim is to prevent accidents, and the more we can avoid, the better, says Steffen Rudbech. Follow up on PSI subjects is arranged through monthly conference calls in which representatives from vessels and office attend. n

Although it looks nice, do not fool around with the seals. They have a powerful bite and also extremely many bacteria in the mouth, so there is great risk of infection. So close contact with the seals is a bad idea, says Steffen Rudbech. n

12

NO. 2. 2009. SAFETY & SUPPORT AT SEA

Election to the co-operation board

Employee representation on the Board

This year stands for election in the co-opera-tion board. Candidates who wish to compile, are asked to report their candidature to the co-operation board.

The following ESVAGT staff has done so: Peter O. Bay, chief mate, "Esvagt Gamma",

Claus H. Sørensen, ship’s assistant, "Esvagt Caroline" and Henrik G. Pedersen, mate,

"Esvagt Connector". The current members of the co-operation

board are: Ship’s assistant Jørgen V. Arup and master Helge Petersen, "Esvagt Charlie." n

Votes for the election of representatives and alternates on the Board of ESVAGT A/S has now been counted. Bjørn Weber Andersen and Viggo Hvidberg received most votes. They are now representatives on the Board.

Elected as alternates to the board were Kim Cleverly and Jan Nielsen.

The newly elected board members join at the next meeting.

There were a total of 566 registered voters. Of these 221 voted – one void ballot paper and 47 blank ballot papers. Voting papers were counted by Anders Kjeldgaard, Nick V. Ørskov and Anette Sørensen. n

ESVAGT Senior club shows no signs of age and has again this year been busy and active.

It started with a bowling night, and later it was a visit to TV-Syd in Kolding, where the members were given an interesting introduc-tion to the production of television pro-grammes.

The latest event was a two-day trip to Ærø to visit Søby Shipyard and hear about the ambition of becoming a green yard. They also visited Marstal Navigation School – and they also succeeded in visiting the ecological Rise Brewery, which had excellent products, which fell in the Seniors taste. n

ESVAGT seniors’ heavy activity pro-gramme in 2008 and 2009.

The seniors have had a good and active year

Shall a vessel give way for an animal with antlers?

The seniors among others visited Ærø during the year where they paid a visit to both Mar-stal Navigation School and Rise Brewery.

As an employee with ESVAGT you often see more animals than an animal keeper in Knuthenborg ZOO. Tired migratory birds and lacy seals have been given a lift with ESVAGT vessels – a seal has even used an ESVAGT employee as a swimming mate as can be seen on page 11.

When “Esvagt Supporter” passed through the Kiel Canal a roebuck delivered another example of the rich animal activity you can experience as an ESVAGT employee. “Esvagt Supporter” was en route from shipyard visit in Assens to the Tyra-E field, when Chief Officer Hans Jørgen Bisgaard saw a roe deer swim-ming across the canal early in the morning.

It happened about 25 kilometres from Holtenau/Kiel in a position where the canal is narrowest and with forests on both sides. It is quite unusual to see a roe deer swim as they are not fond of water.

The deer could have been chased away by a stronger deer watching its territory or maybe having a loved one on the other side of the canal. The pilot had seen the phenom-enon before and both roe deer and red deer crossing the wet element, tells Arly Halkjær. n

ESVAGT-NEWS PUBLISHED BY:ESVAGT A/SAdgangsvejen 1DK-6700 EsbjergTlf.: +45 33 98 77 00Fax: +45 33 98 77 05E-mail: mail@esvagt.dkWebsite: www.esvagt.dk

EDITOR:Anette Sørensen

TEXT:Sune Falther

LAYOUT: Webservice

PRINT:Tarm Bogtryk A/S