SWZ Maritime 7 - 2024 by online-mbm

Build of Germany's largest warship on track

As things stand now, Germany will have its ﬁrst new F126 frigate in four years, says Magiel Venema, managing director of Damen Naval Germany GmbH. It is the ﬁrst project that Germany has put out using a European tender

SMM 2024: AI, young talent and decarbonisation

From 3 to 6 September, SMM 2024 will once more be the maritime industry’s centre of attention. This year’s SMM focuses on decarbonisation of shipping. Other topics high on the agenda include AI and recruiting young talent.

Damen's CombiFreighter stems from the Combi Coaster, ﬁrst built in 1984. 1998 saw the construction of the ﬁrst CombiFreighters, the design of which has been improved upon continuously.

Germany, a good client for Dutch shipbuilding

The SMM exhibition in Hamburg has long been a must for Dutch shipbuilders and suppliers to sell their products, knowledge and skills to customers worldwide and to those in our largest neighbouring country. Because Germany is and remains an important market for Dutch manufacturers and in certain sectors, such as coastal shipping, also for shipbuilders. The proceeds from our exports to our eastern neighbours in turn enable the Dutch, for example, to drive the many German cars, or use electrical appliances and specialised machinery that we have been importing en masse from Germany since World War II.

But back to shipbuilding: the Germans know that for a ship they can earn good money with in coastal shipping, they have to turn to Dutch shipbuilders. And even if not built in the Netherlands, they are at least designed by one of the reputable design ﬁrms specialising in coastal shipping. Above all, they must be more sustainable ships that can continue to meet the increasingly stringent emission standards.

Ships for short sea are still being built in the Netherlands, mainly at the yards on the Winschoterdiep in the province of Groningen and in the old Hanseatic city of Kampen. But Damen is still achieving great success with its design ofﬁce in Drachten, Friesland. From the Saimax CombiCoaster-125, Damen developed the much sought-after CombiFreighter 3850, a success especially with German shipowners. Through continuous modiﬁcations and innovations, Damen manages to reduce the fuel consumption and emissions of this design again and again. This is how Damen manages to keep the concept relevant and current and CombiFreighters continue to be ordered. You can read all about it in this July/August edition in the article by our editor Gerrit J. de Boer.

But since the end of December last year, warships are also being built for the German Navy under Dutch leadership of Damen engineers. This is quite unique, because something really has to happen before a big country like Germany outsources the construction of its warships to a foreign party. Any foreign party that manages to win such a contract must be of good stock. It is now up to Damen Naval to prove that it can also build world-class frigates for Germany. In this issue, you can read an update on the F126 project.

And furthermore, this edition of SWZ|Maritime has a lot to reveal about which Dutch companies will surprise visitors to SMM in early September

Antoon Oosting Editor-in-Chief swz.rotterdam@knvts.nl

On board Van Oord's heavy-lift vessel Svanen

Van Oord’s heavy-lift installation vessel Svanen recently became 25 metres taller. As part of a major upgrade, a huge Aframed gantry extension, weighing 1200 tonnes, was installed on top of the vessel. The operation increased the total height of the Svanen to 125 metres, making it one of the largest heavy-lift vessels in the world. It prepares the Svanen to handle the next generation of monopile foundations for offshore wind projects.

The extension has been constructed by Holland Shipyards. One of the largest cranes in the world was used for the installation at Mammoet Schiedam.

Besides the gantry extension, the upgrade includes a modernisation of the lifting hooks that will increase the lifting capacity of the vessel from 3000 tonnes to 4500 tonnes, an improvement of the gripper to handle increased loads and a modiﬁcation of the structure of the vessel to accommodate the latest hammer size.

On 11 July, SWZ|Maritime was invited by Van Oord for a visit to the Svanen while it was still docked in Rotterdam. An extensive report of this visit with pictures can be found on our website: https://bit.ly/463R96Z. The improved Svanen will be ready for operation in the third quarter of 2024.

SolarDuck and RWE install ﬂoating solar pilot off Dutch coast

With the support of RWE, the Dutch-Norwegian company SolarDuck has installed its offshore ﬂoating solar (OFPV) project, Merganser. The pilot project aims to test and demonstrate the structural, mooring and electrical designs and acquire knowledge about manufacturing, assembly, offshore installation and maintenance methodologies required for large-scale commercial deployment of OFPV.

Merganser has a capacity of 0.5 megawatt peak (MWp) and is located in the Dutch North Sea, approximately 12 kilometres off the coast of Scheveningen. The scalable concept consists of six interconnected platforms that can withstand extreme off-

shore conditions. The ﬂoating platforms were successfully connected to the mooring system in a water depth of 20 metres. Taking solar farms offshore requires technology that is able to withstand rough offshore conditions. SolarDuck‘s triangularshaped platform is designed to ﬂoat several metres above the water, following the

waves like a carpet. In this way, the design is keeping critical components dry, clean and stable, as well as securing the structural integrity of the semi-submersible floating structure. The design recently received the world’s first certification for OFPV by Bureau Veritas.

Over the coming two years, Merganser will be monitored remotely with its more than 180 sensors, ﬁtted to monitor structural loads, connector and mooring loads and electrical performance, among other important performance criteria. Further to the above, Deltares will support an extensive monitoring campaign on the ecological impact of OFPV.

Olaf Waals and Hannes Bogaert new directors at MARIN

The supervisory board of the Maritime Research Institute of the Netherlands (MARIN) has appointed Olaf Waals and Hannes Bogaert as the new board of direc-

tors of the institute as of 1 January 2025. They will take over from Bas Buchner, MARIN’s current president. Waals, now manager of the Offshore department, will take up the position of president. Bogaert, currently manager of the Performance at Sea department, will be vice president. Earlier this year, Buchner indicated that he wanted to step down as president, and that after fourteen years, it was time for others to take over the leadership of MARIN. For the succession, the supervisory board relied on internal candidates in order to optimally guarantee the central role of MARIN’s maritime knowledge and continuity. Another starting point was that the new

board will consist of two people due to the growth of the organisation and the increased complexity.

Waals and Bogaert: ‘We are proud to be able to work together with all our MARIN colleagues, the international maritime sector and the government on a sustainable, innovative and safe future at sea!’

‘I am very happy that Olaf and Hannes will take over,’ adds Buchner. ‘They have all the knowledge and qualities they need. Together with the MARIN colleagues, they stand for MARIN's mission: a clean, smart and safe maritime sector in the future. I look forward to work with them over the next six months and hand over management.’

Van Oord's Svanen now reaches 125 metres high (by SWZ|Maritime).

Aerial views of the tow out of Merganser (by SolarDuck).

Olaf Waals, Hannes Bogaert and Bas Buchner.

GLOBAL NEWS

The chief stays on shore?

Tech ﬁrm Kongsberg Maritime has received approval in principle from DNV to enable a key role to be transferred from a ship to a shore-based control centre. From the shore workstation, the chief engineer will be able to monitor and control systems including the power management system, ballast water system and deck machinery on three vessels. They are the fully electric container vessel (120 TEU) Yara Birkeland and a pair of electric barges operated by Norwegian grocery retailer ASKO, named Marit and Therese. Full approval for what’s known as the Chief to Shore functionality is expected to be granted later this year, once a period of testing has taken place, overseen by the Norwegian Maritime Authority, representing the ﬂag state and responsible for safe manning levels. It is understood that Yara Birkeland currently has three people on board: the master, chief engineer and a navigator. The Yara Birkeland project is basically a demonstration project. The ship sails only a few hours per week, mainly transporting Yara containers from Porsgrunn to Brevik, a distance of some 11 miles. (Splash and Yara)

Crew abandonments

New cases of crew abandonment look set to smash annual records once again this year with international regulators at a loss on how to tackle one of shipping’s darkest scourges. Under international law (Maritime Labour Convention, 2006) seafarers should be paid at least once a month. Crews owed two months of pay or more or who are not provided with sufficient food, water and fuel are considered to have been abandoned. IMO data shows that in just ten years, such cases have soared from little more than a dozen a year to 143 in 2023 with more than 100 cases already reported by the end of May 2024. Many seafarers are left stranded without support, wages or a way home. They deserve respect, dignity, and the assurance that they will never be forgotten, commented the CEO of maritime charity Stella Maris. Fake flags, dark fleets and turmoil create a breeding ground for exploitation. (Splash)

Containers lost must be reported

From January 2026, ship’s masters must report the loss of freight containers lost overboard to ships in the vicinity, to the nearest coastal state and to the ﬂag state administration. They must also report any containers spotted drifting. Details that must be put in the report include the loss of freight, the time, the ship’s identity, the position where the boxes were lost (or where last known before being lost), the number of boxes lost, whether they were dangerous goods boxes and the dimensions and type. (hellenicshippingnews)

More active shipyards

The number of active shipyards, able to build large merchant ships, has jumped by some eighteen per cent in two years. Yards are making the most of the current newbuilding boom. In June 2022, there were 153 active shipyards, according to brokers. This number climbed to 180 in June this year, with China accounting for most of the growth. Yard activation comes at a time when (Far Eastern) shipbuilders are basking in very long order books, with prices at highs not recorded for close to a generation. Container ship delivery slots are now being marketed for 2029 and LNG slots for as far out as 2030. The global order book stands at more than 133 million compensated gross tonnage (mCGT), an increase of 56 mCGT compared to the order book’s most recent low in late 2020. After a decade of declining output, shipyard production has begun to edge up in recent years with deliveries in the first quarter of this year reaching a seven-year quarterly high of 10.1 mCGT, according to Clarksons. For the full year 2024, a fifteen per cent increase in shipyard output to 40.6 mCGT is projected. During the previous shipbuilding boom in the first decade of the 21st century, one severe constraint was the availability of main engines, a trend that is beginning to reemerge. (Splash)

Surge in ports' electrical power

The electrical connection of ships in port means ‘a ﬁve-fold increase of the installed power in ports’. This was explained at an international conference recently held in Valencia. It was added that “green behaviour” has become a tool of competitiveness for ports; a zero carbon footprint is increasingly demanded in port activity. Ports are going to operate as energy hubs. It is understood that ships in for example Rotterdam use about 800 GW hours of electrical energy a year. That corresponds to an average amount of power of about 100 MW, with now and then much, much larger peaks and required at a lot of different terminals and docksides. Other large ports will be in a similar situation.

To provide power supply facilities at the terminals and docksides will require huge investments and years to complete. Perhaps by that time, more and more ships are operating on alternative fuels and may no longer need such facilities. So it makes sense to be selective where to make such investments. (Various sources)

Global news gathers news from different media. Our website, www.swzmaritime.nl, also covers global maritime news. Receive the latest maritime news directly in your inbox by subscribing to our newsletter. Scan the QR code now!

GERMAN SHIPBUILDING SECTOR OPTIMISTIC, BUT VULNERABLE

Indeed, optimism in such a volatile industry as shipbuilding is almost a prerequisite for survival. But it does sound somewhat paradoxical, to say the least, to display such optimism about the mood in German shipbuilding at a time when the government needs to step in for billions to prop up the country's largest civilian shipbuilder, Meyer Werft. At the same time, Italian Fincantieri and US private equity institutions are angling like vultures for a takeover of the country's largest naval builder.

But before a non-German like yours truly posts his critical comments, it is ﬁrst up to German entrepreneurs themselves how they view their business sector's conjuncture. According to a survey (25 June) by the IHK (Industrie- und Handelskammer) Nord – the association of thirteen north German chambers of commerce and industry – the maritime sector in northern Germany is conﬁdent about the future with the economic prospects for the maritime industry in Germany improving this spring. Compared to autumn 2023, the three subsectors shipping, port industry and shipbuilding have shown strong growth in some cases. Yet, companies are concerned about economic conditions, labour costs, energy price trends and the continuing shortage of skilled labour.

Barometer rises

The economic barometer rose most in the shipbuilding sector with an increase of 61.8 points. Here, 27.8 per cent of surveyed companies rated the development of the business situation as more favourable, 65.9 per cent as unchanged and only about six per cent as less favourable. Shipyards see economic risks in the recruitment of skilled personnel (94.4 per cent), the development of labour costs (72.9 per cent), the development of economic policy conditions (81.3 per cent) and energy and raw material prices (42.4 per cent).

‘Despite this positive snapshot, we welcome the recent decision of the EU Competitiveness Council on the need for a maritime industrial strategy for Europe in light of the high subsidies in the main shipbuilding countries in Asia and in view of the demand for maritime sovereignty,’ said IHK Nord chairman Dr Bernhard Brons. ‘Special attention should also be paid to the challenging situation in cruise ship construction.’

VSM summer party

The problems in the German shipbuilding industry were also a major topic of discussion at the summer festival of the Verband für Schiffbau und Meerestechnik (VSM) on 26 June on board the museum ship Cap San Diego in Hamburg with 280 guests in attendance. According to VSM chairman and Fassmer shipyard CEO, Harald Fassmer, the German shipbuilding industry suffers, among other things, from excessive bureaucracy, a lack of skilled labour and distortions of competition, not only from Asia, but also within Europe. ‘Those who bear responsibility here need strong nerves, a lot of experience and a lot of enthusiasm,’ Fassmer said in the VSM summer festival report on the Hansa website. According to Fassmer, the German shipbuilding industry has unfortunately already lost much of its substance in recent decades. The last few years in particular have left their mark. The largest civilian shipbuilder is currently facing a serious crisis through no fault of its own. ‘We hope Meyer Werft will ﬁnd proper solutions as soon as possible and that the company will soon have enough water under its keel. This is of paramount importance for the industry. We cannot afford a further loss of substance. We urgently need a break in the trend,’ Hansa quoted the VSM chairman as saying.

MARKETS

Climate-neutral ships

A bright spot, according to Fassmer, is that politicians are now becoming aware of the need. ‘Recognition is the best way to improve,’ he told Hansa. Fassmer referred to the European Commission's recent mandate to develop a maritime strategy, which he expects will also beneﬁt efforts at the national level. Work is now underway on a national action plan on “climate-neutral shipping”, alongside other initiatives at the federal level. Ultimately, the aim is to implement concrete measures that really help the sector. These include urgently needed investments to support the construction of offshore platforms and converters at German shipyards or the obligation to build climate-neutral ships. At the summer party, Fassmer also discussed the current order situation: ‘The capacity utilisation of our companies is for the most part very good and we can expect stable, even increasing demand in all segments in which we are active as shipbuilders, suppliers or in the ﬁeld of maritime technology. As mentioned, politicians have also recognised the strategic importance of our industry. The outlook for the future should therefore be positive.’

Rescuing Meyer Werft

By early September at the SMM, the negotiators should have reached an agreement, but at the time of writing, the rescue of Meyer Werft is still being worked on. It is one of Europe's three largest and, therefore, one of the world's leading builders of the world's largest cruise ships. Meyer Werft, with shipyards in Papenburg, located on the Dutch border near the province of Groningen, Rostock in eastern Germany, and Turku in Finland, has a thickly stocked order book with which the shipbuilders can continue for years to come.

And yet the company needs as much as € 2.7 billion in credit until 2027 to survive. North German public broadcaster NDR reported that Meyer Werft will have to repay a loan of € 550 million in November this year, an amount it does not have. The ﬁnancial problems started with the Covid crisis. The major cruise lines negotiated postponement of their existing newbuild orders. Laying off staff was not an option, because just try to get them back after the pandemic. As fewer ships were delivered, turnover fell sharply, especially in 2020, while costs continued to rise, resulting in a loss of over € 180 million. A loss that the yards have not been able to make up for in the following years, despite making proﬁts again.

Ukraine war

The yard in Turku, Finland, acquired by Meyer Werft in 2015 is also doing well in terms of new orders, but not ﬁnancially. The Finnish arm of the German shipyard group, operating under the name Meyer Turku, recorded a loss of € 103 million for 2023 despite a ten per cent increase in turnover to € 1.43 billion and the delivery, to US cruise line Royal Caribbean International, of the Icon of the Seas. With a gross tonnage of 248,663 and a length of 365 metres, this is the world's largest cruise ship to date. After the pandemic, cruise shipyards are now also suffering greatly from the Ukraine war unleashed by Russian dictator Putin. As a result, the cost of energy and materials to build ships has risen sharply. The state of Lower Saxony, in which Papenburg is located, and the federal government are now negotiating with the Meyer Werft management for ﬁnancial support. Maintaining the yards is worth something to politicians as they are crucial for maintaining employment and the Ger-

man shipbuilding industry as a whole. The shipyards in Germany themselves employ 3300 (Papenburg) and 450 (Rostock) people, but through the supplying companies, a multitude of people depend on the yards’ survival. However, the pockets of the Länder and federal government are not inﬁnitely deep and nobody in Germany wants a repeat of the HSH Nordbank ship loans debacle in which the Länder of Hamburg and Schleswig Holstein had to write off € 9.2 billion last year. A toxic legacy of the banking crisis that emerged in 2007/8.

‘We cannot afford a further loss of substance. We urgently need a break in the trend’

Foreign inﬂuence

Besides Meyer Werft's ﬁnancial problems, Germany is struggling with another problem: parent company ThyssenKrupp's desire to sell its maritime subsidiary and Germany's largest naval builder, tkMS (MS stands for marine systems). The submarine construction specialist, which recently saw its bid to build four new submarines for the Royal Netherlands Navy go down the drain, risks ending up partly or completely in foreign hands as a result. There is now a plan by US private equity ﬁrm Carlyle Group to launch a joint takeover bid for tkMS with German development bank KfW, in which state-controlled KfW would acquire a controlling minority stake.

But besides the US private equity investors, who are often portrayed as locusts in Germany, another privateer lurks in the form of Italian state conglomerate Fincantieri. The Italians would thus become Europe's largest naval builder with a subsidiary in Germany, a thought that no doubt horriﬁes the Germans, because control would then be in Rome and no longer in Germany itself. German politics has no desire for statecontrolled companies, let alone foreign powers, seeking monopoly positions.

Freie Marktwirtschaft

German politics has long been a ﬁrm believer in the “Freie Marktwirtschaft” in which companies compete to make their own ends meet and market products at fair prices. But with the ﬁnancial problems at Meyer Werft and the sale of tkMS, German politicians are now once again forced to intervene and come up with money to maintain what is necessary for Germany's future as a thriving industrial state.

Antoon Oosting

Freelance maritime journalist and SWZ|Maritime’s Editor-in-Chief, swz.rotterdam@knvts.nl

BUILD OF GERMANY'S LARGEST WARSHIP ON TRACK

Photo: The German frigate is intended to operate in what in defence terms is called "the highest spectrum of force” (by Damen Naval).

NAVY

As things stand now, Germany will have its ﬁrst new F126 frigate in four years, says Magiel Venema, managing director of Damen Naval Germany GmbH. The construction of the F126 frigate is the ﬁrst project that Germany has put out using the mechanism of a European tender, giving even a nonGerman company like Damen Naval the opportunity to build a warship for Germany.

The tendering process started in 2015, while the actual project started in 2020 with the signing of a contract to build four ships initially. The contract included the option for two additional frigates and on 19 June 2024, that option was converted into a ﬁnal order for the expansion of the F126 series to six vessels in total.

This F126 is a large ship, classified in English-speaking countries as a destroyer rather than a frigate. At over 10,000 tonnes displacement, this is also an outsized, extra-large frigate comparable to what only the US, Chinese, Korean and Japanese navies currently have in their fleets. But classification as a destroyer also depends on the weapon systems.

Keel laying

The project has many phases and activities, but two are very visible: engineering and actual construction. Both phases partially overlap, but by now, Venema says, the engineering is in the concluding phase that has established what and how to build. Decisions on the choice of equipment have all been made. Thales Netherlands is supplying the majority of the sensors and will do the integration of the combat and sensor systems, but German technology company Hensoldt is also on board with a radar. Germany's MAN is supplying the main engines and the MTU part acquired by Rolls-Royce in Friedrichshafen, Germany, is supplying the generators. Contracts have also been signed with most other key suppliers. Meanwhile, construction began on 5 December last year with the cutting of the ﬁrst steel. 3 June marked another important moment with the laying of the keel, a festive moment attended by Germany's Defence Minister, Boris Pistorius. This took place at the PeeneWerft in Wolgast, located close to the border with Poland.

Much work in Germany

The F126 project may be managed and supervised by Damen Naval as the main contractor, but a vast majority of turnover and work in the project falls to German partners and subcontractors, with Blohm+Voss at the forefront, as the responsible company overseeing production work on shipyards in Hamburg, German Naval Yards in Kiel, and the aforementioned Peene-Werft in Wolgast. The stern will be built in Wolgast, the foreship in Kiel, where the parts will come together, after which the ship will be towed to Hamburg to be outﬁtted and ﬁnished in a covered dock at the facilities of Blohm+Voss.

Venema emphasises that this is an industrial project with no formal role for the Dutch government. However, he adds, on an industrial level, it is a binational project, as many companies from Germany and the Netherlands are involved. Attending the ofﬁcial keel laying in Wolgast, in addition to the Minister of Defence, were two presidents of German states, of Mecklenburg-Vorpommern (because of

the yard in Wolgast) and of Niedersachsen, as the ﬁrst ship will be named after this state. Also, representatives of the German Defence Procurement Agency (BAAINBw) and Germany Navy were present.

Timetable feasible

The timetable for the project provides for the keel of the second ship to be laid next year and for the sixth and ﬁnal ship of the series to be delivered to the German Navy in 2034. According to Venema, the Germans can count on Damen Naval to meet its commitments in terms of timetable of deliveries. ‘But it is a very long programme, and the hope is there will not be any unforeseen changes or challenges like the Covid pandemic, the closure of the Suez Canal or other major disruptions,’ he adds.

‘High survivability is built into the design of this ship’

With the progress of the project, the focus of work is now shifting from Vlissingen, where Damen Naval's engineering department is located, to the German shipyards and the office that Damen has opened in Hamburg for Damen Naval Germany GmbH. With the shift of the centre of gravity to Germany, the number of Damen employees in Germany, both in the Hamburg office and at the yards, as well as those of the subcontractors at the shipyards will also continue to grow significantly. In Hamburg, about twenty people are now working for Damen, which will increase to about thirty in the next two years. At the shipyards, Venema estimates the number of Damen employees to reach forty. When the ships arrive at Hamburg, the presence of Damen employees (either Dutch or German) may increase. A former naval officer himself, Venema has been living in Hamburg with his family for two years.

Way of working

In addition to the project’s execution from the Netherlands, Damen uses mostly German employees for the Hamburg ofﬁce. The procurement process in Hamburg, for example, is entirely in the hands of German employees. The Dutch and Germans work well together in the project. The way of working does differ somewhat. because the Germans are very attached to formalities and processes, while the Dutch are a bit more ﬂexible with that, according to Venema. Both ways have their advantages and disadvantages, dealing with both of them, makes us better as a company, he adds.

Building the frigates for Germany is also a big job for Damen Naval

RUBRIEK NAVY

itself. Venema: ‘Four years ago, we had two ships under construction and now we have eleven projects in our books: the Combat Support Ship Den Helder, two plus two Anti Submarine Warfare Frigates (ASWFs) for the Royal Netherlands Navy and the Belgian Navy and now six F126 frigates for the Germans. This means considerable challenges for the organisation, which, therefore, has to be greatly expanded.

Moreover, the use of new engineering software plays a central role. ‘Implementation of this new system was crucial for Damen Naval to make the company ready for the future, for building modern ships and applying all possible new innovations,’ says Venema. The construction of the F126 frigates is also of pioneering importance for Damen to show that it can handle these kinds of large, complex projects. This will allow Damen to remain a serious competitor for other (European) naval shipbuilders in the future.

Highest spectrum

The German frigate is intended to operate in what in defence terms is called "the highest spectrum of force”. Venema: ‘It is intended to operate in all areas of modern warfare. It is a true multi-purpose frigate deployable against airborne threats, and to ﬁght hostile surface ships as well as submarines. More asymmetric threats can be dealt with as well. It has various sensors and weapon systems on board for this purpose. Focus will be the mission of detecting and ﬁghting submarines. With the sensors, two helicopters and the capacity to have drones on board, the ship is excellently equipped for this task.’

‘Building ships for just our own navy is not enough to develop and grow’

Getting caught up in a naval conﬂict, also means the risk of being hit yourself. According to Venema, the ship's design has taken this into account. ‘The effectiveness of a good warship depends not only on what weapon systems and sensors you have on board, but also how you are able to operate them, the proﬁciency of your crew, and how ships are designed. High survivability is built into the design of this ship. It has been designed with high shock standards, where it has to be able to withstand impacts, when all other defensive measures have failed. That's a combination of engineering, purposeful design and practice,’ Venema explains.

Designed to win

‘The F126 was designed to successfully defend itself and also to be able to continue sailing for as long as possible in case of incoming hits or, at worst, still be able to stay aﬂoat,’ Venema says, adding:

‘This ship will be a real reinforcement to the German naval ﬂeet. It is built to engage in a naval battle and win it.’

The F126 frigate will be a ship that incorporates German knowledge and experience as well as that which Damen itself has gained from building, in particular, the frigates for our own Royal Netherlands Navy. ‘The German Navy is a very important customer for us because they too consider high quality of their naval vessels of paramount importance. We will soon take that experience back with us in offers for other potential foreign customers,’ Venema states. He is, therefore, very pleased that it was German Defence Minister Pistorius himself who laid the keel of the ﬁrst ship. ‘Something like that is special and a very important signal,' Venema says.

Expertise and competences

According to Venema, the cooperation with the German clients and the yards generates a lot of synergy that Damen in turn can use in the development of its own expertise and competencies. That includes working with different suppliers and weapon systems. But also, with the delivery of training and testing facilities that Damen Naval has to set up for handling the ship, managing spare parts and maintaining the ship.

Building ships for just our own navy is not enough to develop and grow, as a naval company. For that, working for various clients is important, the more different clients the better,’ Venema concludes.

Antoon Oosting

Freelance maritime journalist and SWZ|Maritime’s Editor-in-Chief, swz.rotterdam@knvts.nl

The keel laying of the ﬁrst F126 frigate took place at Peene-Werft in Wolgast (photo NVL Group).

SMM 2024: AI, YOUNG TALENT AND DECARBONISATION

From 3 to 6 September, SMM 2024 will once more be the maritime industry’s centre of attention. Organisers expect more visitors and exhibitors than last time; the exhibition halls are nearly fully booked. This year’s SMM focuses on decarbonisation of the shipping industry. International exhibitors, including start-ups, will showcase smart and efﬁcient solutions. Other topics high on the agenda include artiﬁcial intelligence (AI) and recruiting young talent.

TEXT & PHOTOGRAPHY: SMM

SMM expects more than 2000 international exhibitors from seventy nations. ‘We are overwhelmed by the response. We are actually setting-up an additional hall to accommodate all requests,’ says business unit director Maritime and Technology Fairs & Exhibitions at Hamburg Messe und Congress, Claus Ulrich Selbach. ‘Ticket sales are likewise very strong and we are anticipating an attendance of over 40,000.’

Asia showing strong presence

This positive development is in part attributable to the fact that more Asian exhibitors and visitors are reporting back after the pandemic. In particular, China, Korea, and Japan, the three leading

shipbuilding nations will have a stronger presence again at SMM 2024. Every tenth exhibitor is based in Asia.

The second key factor is the unique standing of SMM in the marine industry. Those who travel to Hamburg in September will be able to meet international exhibitors, explore state-of-the-art technologies, and attend conferences featuring renowned speakers as well as attractive networking events. Selbach: ‘The high quality and the internationality and density of key industry players at SMM are unparalleled world-wide.’

Future Fuels Arena

The industry’s current drive to decarbonise is a race against time.

Photo: SMM is expecting around 40,000 visitors from over 120 countries (photo Hamburg Messe und Congress/Michael Zapf).

RUBRIEK SMM

The core challenge is to provide sufﬁcient amounts of alternative fuels – such as green hydrogen, methanol or ammonia – while creating the required distribution infrastructure. Companies specialising in these clean technologies and their derivatives will be assigned an exhibition area of their own in Hall A2, called the Future Fuels Arena.

Against this background, Hauke Schlegel, managing director VDMA Marine Equipment and Systems, stresses that SMM is an important interface between European technology leaders and major Asian shipyards: ‘International cooperation is essential; it enables shipowners around the world to tackle huge technological challenges in ﬂeet renewal and maintenance in a manner that is tailored to their needs, timely and economically feasible.’

At the global maritime environmental congress (gmec) experts will discuss the pros and cons of various alternative fuels. Great hopes are being placed on hydrogen.

Cruise industry: Innovator for sustainability Marine Interiors@SMM (Hall B5) is a ﬁxture at SMM. With a total of 130 exhibiting companies from twenty countries specialising in ship interior design, this special exhibition section will be signiﬁcantly larger this year.

Dominik Schneiter, CEO of the Swiss ship engine manufacturer

WinGD and chairman of the Digitalization Strategy Group of CIMAC, the global non-profit association dedicated to ship propulsion engineering, believes that retrofitting existing ships is one of the industry’s foremost challenges today. Digital tools, Big Data and IoT (Internet of Things) technology can provide a wide range of means to improve the operational efficiency of ships significantly and meet ever stricter regulatory requirements.

AI in focus

AI is emerging as a main driver of digitalisation in the industry in general, and in the maritime business in particular. In recognition of this, SMM will provide a section speciﬁcally dedicated to AI for the ﬁrst time. At the AI Centre, start-up companies will highlight AI technologies and projects for the maritime industry (Hall B6).

‘AI fundamentally changes our economy and our business processes – across all industries. It harbours many opportunities for the shipping sector, as well,’ says Petra Vorsteher, co-founder of AI.Hamburg and initiator of the AI Centre.

‘Early adopters of AI will beneﬁt from competitive advantages’

The Cruise Lines International Association (CLIA), an ofﬁcial SMM Partner, will be represented for the ﬁrst time. On the Cruise & Ferry Stage, the leading organisation of the cruise industry will hold various sessions on sustainable cruises – a subject the cruise sector is placing great emphasis on, as a look at the global orderbook shows: From now until the end of 2026, 41 new cruise ships will be delivered; 27 of them will be equipped with alternative propulsion systems. This includes LNG-ready engines, and many LNGfuelled ships will also be methanol-ready.

‘The introduction of these new technologies and the many pilot programmes and trials in place reveal how the cruise industry is an innovator and early adopter of technologies that are helping us sail to a more sustainable future,’ says CLIA CEO Kelly Craighead.

Digital

transformation

Under the heading of “Driving the Maritime Transition”, SMM 2024 will not only focus on the maritime energy transition, but also on digital transformation. Predictably, future alternative fuels enabling carbon-neutral ship operation will be in short supply and expensive. It is therefore crucial to optimise the energy efﬁciency of ships steadily, whether they are newbuilds or vessels in service.

‘Over the next ten years, AI will increasingly play a key role in our industry; it can even help us cope with the shortage of skilled labour,’ says Rolf Stiefel, regional chief executive for Central Europe of the classiﬁcation society Bureau Veritas. One typical application is the development of an automated drone-based inspection service to detect corrosion, cracks and deformation inside cargo tanks. Florian Heinemann, senior director Data Insights & AI at Germany’s biggest liner operator, says he is ‘convinced that by 2030 all business processes at Hapag-Lloyd will be AI-based.’

‘Early adopters of AI will beneﬁt from competitive advantages,’ says Ragnar Kruse, co-founder and CEO of AI.Hamburg and initiator of the AI Centre. From sales and marketing to customer support, any business process can be optimised using AI. Kruse: ‘Many start-ups are now integrating AI technologies in software products that any company can afford. They will be featured at the AI Centre.’

A typical example: the Swedish company Cetasol offers iHelm, a software application that generates digital twins of various operational components on board ships. ‘Our iHelm solution uses AI, which makes it highly adaptable, enabling our customers to map their processes in a way that is future-proof,’ says Cetasol founder and CEO Ethan Faghani. The company says its solution can reduce fuel consumption by ten to 25 per cent without requiring major component retroﬁts or conversions.

Digital Route and Maritime Future Summit

From cloud-based condition monitoring devices to autonomous or partially autonomous navigation systems, and through to real-time cargo tracking and effective anti-cybercrime solutions, SMM will showcase the entire spectrum of innovative digital products and services in Hamburg.

‘Our Digital Route will make it easy for industry visitors to locate exhibitors of relevant products,’ explains SMM director Christoph Lücke. At the Maritime Future Summit on 4 September, which will be free to all fair visitors for the ﬁrst time, experts will present smart technologies and discuss use cases of AI.

RUBRIEK SMM

ABOUT SMM

The leading international maritime trade fair takes place in Hamburg from 3 to 6 September 2024. More than 2000 exhibiting companies and around 40,000 visitors from over 120 countries are expected to attend. Covering the entire value chain of the maritime industry on 90,000 m² in twelve exhibition halls, SMM is the world’s foremost platform for innovation and the latest technologies in the maritime sector that brings together business leaders from around the world.

Themed “SMM – driving the maritime transition”, the 31st SMM will focus on the maritime energy transition and the digital transformation. An attractive conference programme and a wide range of networking opportunities will supplement the exhibition. For the ﬁrst time, the conferences will take place on open stages inside the exhibition halls – free of charge, and accessible to all fair visitors.

Award: AI for the Oceans

The AI for the Oceans Awards will be another highlight at the trade fair: ‘This is where SMM, in cooperation with Deutsche Meeresstiftung, Forum Oceano and AI.Hamburg, will honour start-ups that use AI to protect the oceans,’ says Selbach. The jury for this competition consists of fourteen distinguished members, including personalities such as Charles Goddard, editorial director of the Economist, and aquanaut Fabian Cousteau, grandson of the legendary oceanographer Jacques Cousteau.

Award winners will receive a € 10,000 prize, a campaign on LinkedIn and a presentation to an expert audience in a true win-win competition that beneﬁts both, the environment and committed start-ups.

Maritime Career Market, Job Route and Job Fair

The maritime industry believes its innovation-focused, green mindset will attract the young talent it urgently needs. To support the sector’s recruiting efforts, SMM 2024 is putting the spotlight on this topic. For the ﬁrst time, the Maritime Career Market (MCM) will take

Photo: For the ﬁrst time, the Maritime Career Market will take place on two days (photo Hamburg Messe und Congress/Rolf Otzipka).

place on two days (5-6 September, Hall B2). Here, pupils and students can learn about many fascinating and varied training options and jobs in the maritime sector. This is where young jobseekers can meet potential employers. They will receive information about jobs on shore and at sea as well as training programmes, career opportunities and job openings in the maritime sector. Young talent will be able to make contact with potential employers and pave the way to their professional future.

‘Young people are especially concerned about sustainability. At the Maritime Career Market, companies can demonstrate how much the maritime industry has to offer,’ says Lücke.

The career platform combines training and job offers with rewarding networking events. In addition, young talent will be able to gain some practical insights into the maritime professional world at the Career Forum on 6 September. Speeches on the Career Forum stage will address current developments, such as the digital transformation and the “greening” of the shipping sector.

‘This SMM job initiative is an important contribution to securing the future of the maritime industry. What is more, all SMM exhibitors are welcome to register for the “Job Route”. This makes it easier for pupils, students and other job seekers to locate potential employers in the Visitor Guide, the online Exhibitor Directory, or the SMM app,’ says Selbach.

The sector's green mindset will attract the young talents it urgently needs

The “Career Happy Hour” on the open stage at the upper level of Hall B2 on 5 September (17:30 to 19:30 CET) will provide the perfect ambience for relaxed networking and career planning. Over some drinks, snacks and DJ sets, company representatives will be able to engage in conversations with potential future employees. Thanks to a cooperation arrangement with the Danish Marine Group, 120 Danish students will be present at the event, among others.

Furthermore, SMM is launching a special campaign on TikTok, Snapchat, Instagram and other media to make young audiences aware of the MCM. On 5 and 6 September, admission to SMM and the Maritime Career Market will be free for young talents and their accompanying instructors. The ofﬁcial partner of the MCM is VDI, the German Engineers Association.

Trained specialists are the bottleneck

On 5 and 6 September, around 25 companies will present their employer brands to the younger generation at the MCM in Hall B2. They include the likes of gearbox manufacturer Reintjes, technology company Kongsberg, yacht builders Abeking & Rasmussen, bearing and seal manufacturer SKF Marine, or propulsion specialist Baudouin, along with maritime education institutes such as Hochschule Emden/Leer.

‘The bottleneck that is making it difﬁcult for companies in our industry to ﬁll orders and deliver products to customers in a timely manner is the shortage of skilled labour. We are constantly looking for talented people and have increased our recruiting efforts,’ says Martin Johannsmann, chairman of the board, VDMA Marine Equipment and Systems, and CEO of SKF Marine.

The importance of women

To secure the future of the maritime industry, companies must adapt to changing expectations of younger generations. This includes overcoming stereotypes and driving diversity. ‘A variety of challenges are facing women in the maritime industry, such as the gender pay gap and discrimination in a traditionally male-dominated environment, to name just a few. Overcoming these inequalities is something our industry has to accomplish by working together – with the males in the sector,’ emphasises Dr Gaby Bornheim, president of the German Shipowners Association.

‘The industry must become aware that its future depends on diversity,’ she adds. ‘Women are roughly half of the population – no-one can make do without us.’ Mentoring and maintaining a constant dialogue can increase the attractiveness of the maritime industry for women, says Bornheim. Career entrant Karina Tammen from the German Maritime Centre, urges her industry to make a greater effort to inform the public about career opportunities: ‘There are 38 professional training options and a wide variety of academic programmes in the maritime industry – this needs to be communicated better.’

Networking and support initiatives: This is the objective of WISTA Germany, the Women‘s International Shipping & Trading Association. At SMM, the WISTA network traditionally awards a prize for exceptional achievements in the maritime sector to a woman. Its aim is to support women in the shipping industry.

A goal the entrepreneur Kerstin Brooks, herself a WISTA member, is ﬁrmly committed to. She calls for more women to be included in panel discussions: ‘There are so many conferences and panel discussions in the maritime sector, but in many cases only men participate, although there are many competent women. Our network aims to make women more visible.’

The Association of Singapore Marine & Offshore Energy Industries (ASMI) is also hosting a “Diversity & inclusion – Women in maritime” workshop on 6 September. In a panel discussion, successful women will talk about their careers, with the aim of inspiring more young female talent to pursue a career in the maritime industry.

MS&D to address geopolitical challenges

Just three months ahead of its start, SMM gave a foretaste of the international conference for maritime security and defence (MS&D). The agenda at MS&D on 5 and 6 September will not only cover the latest trends in naval shipbuilding, but also geostrategic issues. Panel members will include public ﬁgures, such as former Ukrainian deputy minister of defence, Igor Kabanenko, and Dr JyhShyang Sheu from the Taiwanese Institute for National Defence and Security Research.

Attacks on merchant ships by Houthi rebels in the Red Sea, geopo-

RUBRIEK SMM

litical tensions in the Taiwan Strait, armed pirate attacks off the Horn of Africa, these issues all show just how important maritime securtiy and defence in the present day. Selbach: ‘A large number of critical security threats are confronting the global community with enormous challenges. Navies are the main guarantors of security on the world’s oceans and we support them speciﬁcally in modernising their ﬂeets. Exhibitors at SMM will highlight the most innovative security technologies.’

The international conference MS&D is all about transferring knowhow. Four discussion panels and one wildcard session held in Hall B6 will focus on maritime security. As a novelty, this conference will also be freely accessible to all participants of SMM 2024. The agenda will address current challenges for navies, multi-domain strategies, asymmetric naval tactics, and new trends in naval shipbuilding.

General manager of the German Shipbuilding and Ocean Industries Association (VSM), Reinhard Lüken, believes this combination of topics is exemplary for what sets MS&D apart. As he puts it: ‘MS&D is not a typical naval forces event; rather, it is a technology show that puts the spotlight on innovation. This is a meeting place for

stakeholders to explore maritime security from a variety of perspectives.’

Trends in naval shipbuilding

Against the background of increasing geopolitical challenges, many nations, including Germany, are investing in their naval forces. Federal Minister of Defence Boris Pistorius recently stressed the importance of ordering two additional Type F126 frigates. ‘When we speak about a turning point in history, we mean that we must invest in the ﬂeet of the future today, not tomorrow or the day after tomorrow,’ says Pistorius.

‘We are well-prepared and ready to ramp up our production,’ adds Tim Wagner, chairman of the board of NVL Group, a member of the consortium of companies that builds the F126 frigates. On the discussion panel “Trends in Naval Shipbuilding”, Wagner will give some insights into the latest engineering and design trends as well as the challenges and opportunities facing the industry. High-level navy and coast guard delegations from around the world are expected to attend MS&D.

Photo: Four discussion panels and one wildcard session held in Hall B6 will focus on maritime security (photo Hamburg Messe und Congress/Michael Zapf).

•

SMM 2024 LARGER AND MORE INTERNATIONAL THAN EVER

Dutch maritime industry well represented

The SMM 2024 takes place in the Hamburg Exhibition and Congress Halls from 3 to 6 September. Europe’s largest maritime trade fair expects 2000 exhibitors from seventy countries and over 40,000 visitors from over 120 countries. According to business unit director Claus Ulrich Selbach, there will be many more exhibitors from China, Korea, and Japan than in the past.

Although shipbuilding has largely moved to Asia, Europe remains an important supplier of components, technology, and the building of special ships. The Netherlands plays a signiﬁcant role in this ﬁeld and is present at the SMM with 125 exhibitors. Of these, 42 can be found at the NL Pavilion of Netherlands Maritime Technology (NMT).

C-Job Naval Architects

One of the frontrunners in the field of innovation and technology is C-Job Naval Architects. ‘Our mission is to drive the global maritime industry towards sustainability by dedication and ingenuity,’ explains communications manager Charlotte Mackenbach. ‘Over a decade ago, we pioneered solar power and batteries on a ferry. Today, we are at the forefront of maritime design and engineering, with real-world expertise in future fuels like hydrogen, methanol, and ammonia. Our advanced algorithms and data science applications push design boundaries and reduce total ownership costs. We empower our clients to build more efficient, compliant, and sustainable ships, ensuring their operations are future-ready and fit for

business. We’re eager to continue to promote this at the SMM fair in September.’

International independent ship design company C-Job Naval Architects has its headquarters in the Netherlands. One of the key projects that made their name was the Texelstroom, a unique doubleended ferry with a hybrid propulsion system that operates between Den Helder and Texel, created in collaboration with its owner TESO.

‘C-Job Naval Architects is active across all sectors of the maritime industry. But our main focus markets are offshore, dredging, passenger vessels, workboats and mega yachts’, adds Mackenbach.

‘Our dedicated team of engineers, IT consultants, supervisors, and project managers have a passion for innovation and are committed to helping our clients through every step of the ship design process and making change in the maritime industry.’

The SMM exhibition in Hamburg is one of the key events for C-Job.

‘We have been part of it in some form or other since our inception,’ states Mackenbach. ‘SMM allows us to speak to potential clients and other relations in the industry to catch up about both their and our plans. Our engineers are committed to producing new, innova-

Photo: C-Job Naval Architects designed the giant hydrogen tanker Gaia.

tive, and sustainable solutions for the global maritime shipbuilding industry, from the very ﬁrst concept vessel designs, through to basic and detailed engineering packages. Our attention to detail and close cooperation with shipowners and yards means that we can develop exactly what the client has in mind for both newbuild, retroﬁt, and conversion projects.’

One of the groundbreaking projects from C-Job was the design of DEME’s heavy-lift DP3 installation vessel Orion (216 x 49 metres).

‘The Orion is the first purpose-built floating monohulled vessel of its kind and is speeding up installation of offshore wind parks considerably,’ explains Mackenbach. ‘C-Job and DEME, in close collaboration, developed the concept design of the floating DP3 offshore installation vessel and delivered the basic design package of the vessel to the COSCO shipyard in China where the vessel was built. Besides the concept design and basic design, C-Job was involved in the integration design of the major mission equipment, such as the 5000-tonne crane.’

A groundbreaking project towards a decarbonised maritime industry is the design of the giant hydrogen tanker Gaia. Mackenbach: ‘We collaborated with LH2 Europe for the design. The Gaia is intended to transport hydrogen between Scotland and Germany. Currently, such a vessel does not exist, so we had to create it ourselves. The initial design of the vessel features three liquid hydrogen tanks, each with a capacity of 12,500 cubic metres. The total capacity of 37,500 cubic metres will provide fuel for 400,000 cars or 20,000 heavy trucks in just one single voyage, as well as operating on hydrogen from the cargo tanks. Gaia's unique trapezium-shaped hull design creates enough deck space to ﬁt the large tanks required to transport the ultra-lightweight hydrogen without the need for ballast.’

C-Job’s Mackenbach is excited to be exhibiting again this year. ‘The SMM fair allows us to speak with (potential) clients from across the globe. Additionally, our strategic partnership with the Meyer Group, an international consortium including the Meyer Werft, gives us a natural focus on the German market.’ C-Job has a global network and a presence in seven ofﬁces across ﬁve countries covering Europe and the US. Hall B2.EG, stand 314

Damen Group

The largest Dutch company on the SMM is the Damen Group. The divisions of the group exhibit their products at several stands. ‘It is the largest international maritime exhibition in the world, and it attracts a lot of people,’ says sales director for North/West and South Europe Frank de Lange. ‘We are broadly represented with our naval division, our shipbuilding branch, our repair branch, our components branch, and our marine services branch.’

The Damen Shipyards Group always has a large stand in the central part of Hall B4 with a lot of exposure. A second Damen stand can be found in Hall A4.

‘We show our entire portfolio and the latest developments,’ says De Lange. One of those developments is the Fuel Flexible Tug ASD 2812 FF. Damen has adapted the tug's design to make it ready for the renewable fuels of tomorrow. The first Flexible Fuel Tugs should hit the water in 2026. ‘In close collaboration with classification societies and several flag states we were able to adapt the design of our small workboats for the use of methanol in dual-fuel methanol engines,’ explains De Lange. Damen also develops electric tugs and workboats. ‘Technically, we are now a bit ahead of what the ports can offer in terms of infrastructure for methanol bunkering and battery charging,’ adds De Lange. ‘But we also make ships greener in other ways with efficient rudders, nozzles, and engines tailored to the sailing profile.’

C-Job: ‘The SMM fair allows us to speak with (potential) clients from across the globe’

Damen has had a prominent position in the workboat market for years now. ‘We can sell more workboats than we can build,’ states De Lange. ‘The demand remains high for our ASD and RSD ships. We are quite happy with that. We also see an increase in demand for ships with alternative drive systems, including hydrogen and electric systems. However, those developments highly depend on the cooperation of ports and local authorities as the investments are substantially higher and depend on the ﬁnal conﬁguration. Investments for some alternatives in combination with the required infrastructure become close to twice as expensive as for a traditional workboat. Ports play a vital role in the transition and are starting to move along. This means that something will happen in the coming years, however, there should be more focus on these

Underwater propeller repair in the Dominican Republic by FN Diving.

RUBRIEK SMM

alternative means of propulsion by setting the right boundaries as well as securing the availability of needed infrastructure.’

Damen will also show its Triton Data Platform at the SMM. This platform monitors the operational activity of a vessel. Workboats with short operational deployments can save a lot of fuel with Triton. It makes it possible to steer on human behaviour. ’It's not fuel efﬁcient to sail full speed and arrive hours too early in a harbour,’ as De Lange points out.

FN Diving

A good example of a Dutch specialised technical service provider is Rotterdam-based FN Diving with a second branch in Algeciras. FN Diving performs underwater ship repair, maintenance, and inspection. Their working technique reduces and avoids off-hire time for vessels. ‘When a ship has a problem, our technical department, in cooperation with our operational teams, reacts quickly and deploys the necessary equipment on our customer's demand within 24 hours in the EU,’ says CEO Fred Noordman of family-owned FN Diving. ‘Our expertise covers almost every underwater aspect of a ship

and ensures that essential repairs and maintenance can be performed without needing a drydock.’

For regular customers, FN Diving operates worldwide. 'In the past, anyone could call on us, but that has changed,’ explains Noordman. ‘You have to be a regular customer now to be helped by the available technical staff.’

FN divers have had comprehensive training. ‘They cannot only dive and weld, but they also have knowledge of hydraulics, are electricians, metallurgists, ship experts and have knowledge of hydrodynamics, propulsion and all other facets they encounter during a repair job,’ states Noordman. ‘We have ﬁfteen trained people in Rotterdam and twelve in Algeciras. Our regular customers demand a specialised team on site within 24 hours. That means that a team of four to ﬁve people has to be ready to leave within an hour. A couple of days ago, we welded up a hole in a ship in a last-minute operation. For that repair, we used a combination of an underwater welding procedure and a habitat procedure.'

FN Diving is mainly at the SMM to meet its regular customers. ‘It is largely relationship management for us,’ according to Noordman. ‘In

Senior product manager Hans-Pieter Baaij of Lankhorst Ropes shows a Tipto Winchline at the SMM 2018 (photo Hans Heynen).

Kwant Controls:

RUBRIEK SMM

addition, we show new techniques, such as a depth measuring robot and ROV (remotely operated vehicle, Ed.) for underwater inspections. However, an ROV has its limitations. It cannot do all the things a diver can do. An ROV can see a hedge underwater, but if you want to know if it still opens, you have to grab the handle and rattle it. An ROV can see a rope in the propeller, but cannot remove it. When a real diver does an inspection, he can often tackle a problem immediately.’

'We present a hybrid system conﬁguration in combination with haptic control levers’

FN Diving has a Rotterdam mentality. ‘Don't bullshit, keep working,’ says Noordman. ‘Recently, we were in Trinidad and Tobago. The pipelayer of one of our customers worked on a large project and damaged its propellers. We repaired everything locally

DUTCH PARTICIPANTS AT SMM

AEGIR-Marine

AEP Marine Parts

Alewijnse

Alfa Europe

Ampak Cathodic Prot

Automooring Solutions

Belfor Technology

Blokland Cooling

Royal Bodewes

Bolidt

Bronsolution

C-Job Naval Architects

Cadmatic

Carrier Transicold Ltd.

Castor Marine

Chugoku Paints

Combimac

Controllab Products

Corrosion & Water-Control Maritime

Corrosion Offshore Wind

Damen Anchor and Chain Factory

Damen Marine Components

Damen Schelde

Damen Shipyards Group

DEKC Maritime

Deno Compressors

Derc Salotech

Dibella

Discom

Eekels Technology

Fender Innovations

A1, 438, A3.FG, 01

B6, 623

B7, NL Pavillion

A2, 128

B7, NL Pavillion

B7,NL Pavillion

B7, NL Pavillion

B5, 428

B2, 120

B2, 314

B7, NL Pavillion

B5, 220

B7, NL Pavillion

B6, 338

A1, 125

B5, 140

A4, 212

B4, 304

B7 NL Pavillion

A2, 114

B5.FG 05

B5, 529

A3, 418

B7, NL Pavillion

B7, 718

under water and it could ﬁnish the job. The water was nice and warm, but there were also hammerhead sharks. That made it quite exciting. In Algeciras, we see orcas sometimes. Genuinely nice animals, but if you meet the wrong one, a blow with the tail or a punch with the nose is enough to throw a diver to the other side of the harbour.' Hall B5.FG, stand 07

NIM

New at SMM is Dutch innovation society NIM (Nederlandse Innovatie Maatschappij ), which was founded in 2023. The NIM is fully focused on the development and introduction of innovative technologies for the reduction of shipping emissions. ‘Our objective is to initiate a technological revolution that accelerates the sustainability of the maritime industry,’ says NIM director Arie Koedood. ‘We are working hard on the development of dual-fuel methanol retroﬁt kits that allow existing ship engines to run on methanol. The system we are working on does not yet exist and will ﬁrst be developed for Caterpillar and Mitsubishi engines. There is already a lot of demand from the maritime industry.’

One of them is Dutch geo-data specialist Fugro. It supports the development and is interested in retroﬁtting the Mitsubishi and Cater-

Fleet Flux

FN Diving Rotterdam

Frontier Computer Corp.

Future Pipe Industries

Global Alignment

Goltens Group

Groot Ship Design

H.K. van Wingerden

Hatenboer-Water

Heatmaster

Hegawa, UNI-Coupling

Heinen& Hopman

Helmacab Holland

Hetraco

Holland Shipyards

Hull Vane

Hydromaster Propulsion

IBMO Sealing systems

Insumo

Intellian

Iquality Business solutions

KET Marine International

Konutherm

Koolen Industries

Kranendonk

Kuiper Holland

Lagersmit

Lankhorst Ropes

Lavastica International

Marble Automation

MarFlex Europe

B7, NL Pavillion

B5.FG 07

B7, NL Pavillion

A4.FG, 01

A4, 210

B7, NL Paviliion

B5, 312

A1, 102

A1, 514

B7, NL Pavillion

B5, 116

B7, NL Pavillion

B7, 427

B7, 410

B7, NL Pavillion

B6, Stand 432

B7, NL Pavillion

B6, 230

B7, NL Pavillion

A3, 421

A1, 406

B7, NL Pavillion

B2 EG, Stand 322

B7, NL Pavillion

A1, 231

A1, 108

B6, 116

B7, NL Pavillion

A1, 412

RUBRIEK SMM

pillar engines of its existing ﬂeet of research vessels with the system. ‘But it will also be suitable for inland shipping,’ says Koedood. Mitsubishi is the most complicated engine for a retroﬁt kit, because it's a mechanical engine.

NIM’s main goal at the SMM is to announce they are working on this and to gauge interest. ‘Hamburg is an exceptionally good international fair for maritime shipping. We have a small stand at the NL Pavilion of NMT. That is an affordable way to exhibit at the SMM. In the past, I was there with Mitsubishi, and it is a busy fair with many international parties. There is already quite a bit of interest from the Netherlands, including from inland shipping.’ B7, NL Pavilion

Discom

Discom designs and builds tailor-made exhaust solutions that combine noise reduction with emission control and systems for heat recovery. The company exibits noise-dampening exhaust gas puriﬁers at the SMM that are capable of meeting maritime Stage V and Tier 4 emission standards. Discom has been designing and manufacturing maritime exhaust systems for over forty years. Originally, these were only for dampening engine noise. Today, exhausts can be equipped with heat recovery and exhaust gas cleaning units if de-

sired. Emissions of existing marine engines can be brought to Stage V and Euro 6 levels with these after-treatment systems.

Discom's Heat Recovery Steam module converts heat from exhaust gas into steam and electricity. As a result, the user needs fewer generators on board and saves on fuel and CO2 emissions. Hall A3, stand 418

Kwant Controls

Kwant Controls from Sneek is a specialist in nautical control units for the electrical remote control of all kinds of propulsion and steering devices, such as traditional main engine/clutch/CPP-FPP shaft lines, tunnel thrusters, azimuth thrusters, rudders, and water jets. ‘As the world leading manufacturer of nautical control levers and systems, Kwant Controls perfectly ﬁts in the setting of the SMM, the most globally oriented maritime exhibition,’ says account manager Erik Miedema. ‘With our electrical shaft system (ELAS), we have been providing highly reliable lever synchronisation for many decades. Currently, the sixth generation is being delivered to a very wide range of seagoing ships, from azimuth levers on a cruise vessel to joysticks on an offshore supply vessel. This proven technology is used together with haptic features in today’s modern propul-

MARIN

Marine Service Noord

Marquip

Marship Engineering

Mastex Software

MME, Materiaal Metingen

Meis Marine Services

Middle Point

MP Group Marimecs

MSA-Service

Nauticworx

nC Surfaxe Technology

Ned Marine Services

NIM

NMT

Nicoverken Holland

Nieland

Norden Shipyard

NRF

Observator instruments

PK OEM Holding

Port-IT

Powerson-Edess

PPG Marine Coatings

Praxis Automation

Quantiparts

Radio Holland

Radio Zeeland

Regulateurs Europapa

RM Propulsion

ROG Ship Repair

Rotor

B2.EG, 320

B7, NL Pavillion

A3, 418

A1, 407

B6, 444

B7, NL Pavillion

B5, 438

B7, NL Pavillion

B5.FG, 06

B7, NL Pavillion

B7, 513

B7, NL Pavillion

B8, 203

A4, 315

B6, 524

B7, NL Pavillion

B6, 118

B7, NL Pavillion

B5, 326

B6, 418

A4, 346

B6, 314

B6, 409

A3, 309

A1, 118

B7, NL Pavillion

Rotterdam Maritime Capital

Rubber Design

Sandﬁrden Technics

SARC

Simwave

STC Trade

Stentor Fabrications

Stigterstaal

Thecla Bodewes Shipyards

Tideman Boats

TKF Twentsche Kabelfabriek

B7, NL Pavillion

A4, 214

A3, 403

B7, NL Pavillion

A2, 115

B7, NL Pavillion

B5.FG, Stand 16

B7, NL Pavillion

Tullp A1, 325

TRU-Marine Rotterdam A3, 315

Turbo Diesel Engineering A3, 201

VAF Instruments B6, 306

Van Doorn Containerparts

Van Meer

A2.FG, Stand 01

B7, NL Pavillion

Van West-Holland A3, 406

VDL AEC Maritime

VDL Klima

B7 NL Pavillion

B7, NL Pavillion

Veth Propulsion A4, 207

Vianen KVS B5, 207

VSTEP B6, 110

W&O Supply Netherlands

Wärtsilä Underwater Services

B7, NL Pavillion

Weka Marine A1, 111

Winteb

Wortelboer

B7, NL Pavillion

Wouter Witzel EuroValve A1, 319

Xeamos

Xmile International

A4, 344

A4, 424

4takt engineering A4, 403

RUBRIEK SMM

sion control systems to enable support in sophisticated vessel manoeuvring operations. During the SMM, we present a hybrid system conﬁguration in combination with haptic control levers. The several mode transitions of such a system are arranged by an operator-friendly setting in the control lever. No complicated selection menus or a variety of buttons, just a human machine interface (HMI) and a motorised lever.’ Hall B6, stand 205

Lankhorst Ropes

Also based in Sneek is Lankhorst Ropes, a leading supplier of synthetic fibre and steel wire ropes for the maritime and offshore industries. The core business is the development and production of high-performance, synthetic, and steel wire ropes for mooring and anchor systems, as well as towing and crane hoisting and luffing applications. A high-performance rope from Lankhorst is the 8Strand Tipto Eight mooring rope. Abrasion resistance and energy absorption ensure a long service life and low cost of ownership. The rope’s small diameter and low weight make handling easier. As a floating rope, the risk of getting the rope caught in the ship and tug propeller is minimised. New is the 12-Strand Tipto Twelve. A

twelve-string knitted construction makes this rope rounder, more stable, more compact, and straighter in overall shape.

As a Royal Lankhorst Euronete Group company, Lankhorst Ropes is part of one of the world’s largest steel and synthetic ﬁbre rope manufacturers, WireCo WorldGroup. Founded in 1803, Lankhorst Ropes has over 200 years of experience in the manufacture and supply of high-performance ropes for mooring and towing applications. Hall A1, stand 108

Radio Holland

Radio Holland, founded in 1916 by a group of shipowners and industrialists, is one of the oldest maritime communication companies in the world. Worldwide, the company contributes towards the safety of life at sea by delivering critical marine electronic solutions and providing global onboard and remote services. The company has a reputation as one of the leading global navcom, connectivity, integration, and service and maintenance providers. Radio Holland has a global service network of over sixty locations along major shipping routes with class-approved, skilled technicians. Hall B6, stand 314

Kranendonk welding robots

An important innovative Dutch company is Kranendonk, a leading robotics supplier for shipyard automation. Kranendonk has supplied robot solutions around the globe since 1983 and has subsidiaries in Denmark, Japan, China, Singapore, and the United States. Kranendonk continuously works on new robot applications and offers high-end automation solutions for the shipbuilding industry. The company works with the world’s largest manufacturers in optimising their production ﬂow and automating key parts in the process chain. With intelligent and CAD-connected robot lines, production can be made incredibly efﬁcient and effective.

RinasWeld software is the most advanced connection between 3D CAD and robotic welding

The RinasWeld software from Kranendonk takes a leap forward from traditional robot programming methods, by effectively taking all programming overhead away. The user selects only the 3D CAD model of the product, after which the software will identify where and how to weld. Smart anti-collision lets the robot make maximum use of the available space, so welding in tiny spaces is no problem. With these intelligent features, the RinasWeld software is the most advanced connection between 3D CAD and robotic welding. The software determines automatically where the welds need to be, how the robots can reach these places, and what

A control panel from Kwant Controls.

A pipe welding robot from Kranendonk.

RUBRIEK

parameters should be used for each weld. It means that the software will pick the right welding procedure speciﬁcation (WPS) from a database of approved weld parameters. Hall B2.EG, stand 322

Sandﬁrden Technics

Sandfirden Technics from Den Oever supplies maritime generators and propulsion sets with Scania or AGCO Power engines. In addition to marinised diesel engines from Scania, Sandfirden offers Scania engines that run on LNG and green methanol. Sandfirdens’ R&D department specialises in the engineering and development of customised solutions for various sectors, such as luxury yacht building, inland navigation, and fishing. For ships operating in Natura 2000 areas and inland shipping, the company offers a Stage V certified Scania engine. This is a newly developed engine with common rail injection and variable turbo geometry with a compact emission system and a 34 per cent higher torque at low revolutions. ‘During the SMM, the Scania IMO III genset is our most important product,’ says Sandfirdens’ Stefanie Zincken. ‘Diesel engines with aftertreatment still remain our most important product. We see a shift to diesel-electric propulsion. This makes it possible to use our gensets for the propulsion of larger ships. At the SMM, we show a very compact plug and play genset that is easy to install.’ Hall A3, stand 403

Lagersmit Sealing Solutions

One of the oldest Dutch companies at the SMM is Lagersmit, founded in 1856. Lagersmit has specialised in the development and production of sealing solutions for propeller shafts, dredging pumps, and tidal turbines. From its high-tech production location in Alblas-

In 2022, Sandﬁrden showed a V8 Scania engine running on methanol on the SMM.

serdam, Lagersmit serves the worldwide maritime, dredging, tidal energy, water management, and industrial markets, with high-quality sealing solutions. The company’s network of ofﬁces, agents, and service stations covers the entire world.

The best-known seal of the company is the patented Supreme Ventus propeller shaft system. This system creates an air barrier between the water-retaining lip seal and the oil-retaining lip seal of the stern tube. The air pressure in the space between the two seals is continuously adjusted to the pressure on the waterside. This places minimal strain on the lip seals and permanently separates oil and water from each other.

On 20 December 2023, Lagersmit became a subsidiary of the Timken Company that acquired 100 per cent of the shares. Lagersmit’s leadership team remained in place, however, and the company will continue to serve its customers from its headquarters in the Netherlands. Hall A1, stand 231

Hans Heynen

Maritime

journalist, hans.heynen@casema.nl

Damen's electric RSD 2513E tug Sparky sails in the Port of Auckland.

ROYAL BODEWES BUILDS TWO MINIBULKERS FOR HAMBURG

The Unden (yard number 732, imo 9961910) was christened by Charlotte Hemmingson and Annica Hemmingson at the Handelskade-West in Delfzijl on 26 April. It is the ﬁrst of two Ice 1A EcoTraders 5050 being built by Bodewes International Shipbuilding BV, Hoogezand, on behalf of German shipping company Brörd Braren Bereederungs-GmbH & Co. KG, Kollmar.

The keel had been laid on 31 August 2023 at the slipway of Ship- and Steelbuilding, Foxhol, after which the vessel was launched on 1 March 2024. On 22 April, the Unden was towed from the yard to Delfzijl for the ﬁrst trial run on the Ems the following day. Three days later, the second trial run was held from Delfzijl to Eemshaven. The handover to mv Unden GmbH & Co. KG was on 2 May in Delfzijl.

The main details of the minibulker are: 2997 GT, 1692 NT, 5023 DWT – Loa (ll) x W x H (d) = 86.93 (84.98) x 15.00 x 7.15 (6.35) metres. Propulsion is provided by an ABC main engine, type 8 DZC (256 x 310),

rated 1768 kW or 2402 hp at 1000 rpm on a controllable pitch propeller in a nozzle for a speed of 12.5 knots. The bunker capacity is 238.6 m3 of marine gas oil. The electrical installation has a frequency of 50 Hz.Two diesel generators have an output of 163 kVA or 130 kW each and the emergency generator 81 kVA or 65 kW. The hold has dimensions of 60 x 12.40 x 8.68 metres and a capacity of 220,000 cft or 6230 m3. The maximum allowable tank top load is 15 tonnes/m2. Accommodation is provided for nine crew members. The EcoTrader 5050 is classiﬁed by Bureau Veritas as general cargo ship – heavy cargo, unrestricted navigation with a clean ship notation.

Photo: The Unden during the maiden voyage from Karlshamn on 9 May 2024 (by Flying Focus).

SHIPBUILDING

In the meantime, construction of the second EcoTrader, the Mangen (yard number 830, imo 9923308), started on 25 February 2024. Delivery is scheduled in the last quarter of 2024.

Long-term charter

For both vessels, a long-term charter has been concluded with the owners Ahlmark Lines AB, Karlstad, a subsidiary of O.F. Ahlmark & Co Eftr AB, founded in 1847 by Oscar Ferdinand Ahlmark, and shipowners since 1872. This company in the Väner district has branches in Härnösand, Geﬂe and Hull. The transport of forest products to the UK has become Ahlmark’s core business. Currently, the Swedish company operates a ﬂeet of seven minibulkers. Immediately after the handover, the Unden left for Karlshamn for its maiden voyage.

Brörd completes ﬂeet in 2024

Brörd Braren Bereederungs-GmbH & Co. KG, based in Kollmar along the Elbe river, close to the port of Hamburg, was founded in

1990 and today they manage nine multi-purpose vessels all over the world. Three newbuild vessels (the Mangen and two vessels type 5200XL, designed by Groot Ship Design, Groningen, and under construction in China) will complete the ﬂeet in 2024. It is noteworthy that Royal Bodewes already delivered the 5023-DWT Annika Braren (yard number 731) to Brörd Braren in April 2020.

Gerrit de Boer

Has been a maritime author for over ﬁfty years and is one of SWZ|Maritime’s editors, gerritjdeboer@kpnmail.nl

The launching at Foxhol on 1 March 2024 (photo on the right by F.J. Olinga).

Trial runs on the river Ems on 23 April 2024 (photo F.J. Olinga).

A RECIPE FOR SHORT-SEA SUCCESS

Damen's CombiFreighter 3850

Damen's CombiFreighter stems from the Combi Coaster, ﬁrst built in 1984. 1998 saw the construction of the ﬁrst CombiFreighters, the design of which has been improved upon continuously. This process culminated in the successful CombiFreighter 3850 that boasts lower emissions and reduced fuel consumption.

Gebr. J. & M. Damen Shipyard started constructing small vessels for inland navigation in 1927. Later, Damen also started focusing on small yachts, and orders from the Department of Public Works and dredging companies meant a breakthrough. Due to differences of opinion about the future, the sons of Jan and Marinus and their successors decided to split the company at the end of 1968 and go their own way. Jan and son Kommer Jzn. continued the shipyard as Scheepswerf Damen NV at the old location, while Marinus and son Kommer Mzn. established a new shipyard in Boven-Hardinxveld, K. Damen & Zn.

On the initiative of Kommer Damen Jzn., Damen Shipyards in Hardinxveld-Giessendam started developing, assembling and supplying standard workboats in series, such as the PushyCats, StanTugs and MultiCats, from 1969. Building small multi-purpose vessels, the hulls of which were kept in stock, allowed not only short delivery times, but also cost savings. Kommer Damen Jzn. had a forward-thinking approach that was not exactly welcomed by the older generation. However, he persisted and it proved a success as dozens of Pushy-

Cats were sold within a few years. By 1974, more than 100 vessels a year were already being built and the yard in Hardinxveld soon became too small.

In 1975, Damen Shipyards was able to establish a new yard and head ofﬁce in neighbouring Gorinchem, but the small yard in Hardinxveld was retained. The portfolio was expanded with StanTenders, StanPatrols, StanPilots and larger tugs, such as the Stan Voiths and the ASD Tugs. The newbuilding hall in Gorinchem was soon too small for the construction of larger vessels, but this was solved with acquisitions of existing yards. In 1981, Jac. Bodewes' shipyard in Burgum was acquired and in 1983 Scheepswerf Bijlholt in Foxhol, which continued as Damen Shipyards Burgum (cargo vessels up to 8200 DWT) and Hoogezand (remaining caro vessels up to 13,500 DWT). But the construction of standard short-sea vessels in series nevertheless began in Gorinchem.

Short-sea vessels in series

In July 1984, Damen received an order from German shipping com-

Photo: Damen improved the design of the CombiFreighter 3850 to reduce fuel consumption and emissions. The ﬁrst

SHIP IN DETAIL

pany Wessels, Haren-Ems, for the design and construction of three short-sea vessels, followed by a fourth in April 1985: Combi Coasters-125 with a capacity of 125 TEU. Initially, two hulls were built at Van Ravenstein, Deest, after which the vessels were outﬁtted in Gorinchem. The next two vessels were completely constructed in Burgum. The low air draught CC-125, a Saimax, was suitable for trade on the Finnish Saimaa Canal. The maximum size of the Saimax is determined by the dimensions of the lock chambers and the depth of the channel. The dimensions of the ﬁrst CC-125, the Sea Jade (1948 GT, 2821 DWT), were 89.31 (85.50) x 12.50 x 6.50 (4.12) metres. From then on, hulls were built at Burgum or at other yards in the Netherlands. Some hulls were built in Serbia and Poland and towed via inland waterways to Gorinchem for completion. Two hulls were even entirely from Mexico. Until 1993, 23 were built, mainly for German shipping companies and captain/owners.

Over time, the CC-125 was increasingly optimised to carry more cargo. This was done by decreasing the ship's weight and by smart design of deck height and freeboard. Ice class gradually diminished

COMBIFREIGHTER 3850

from 1A to 1B, 1C, 1E and thereafter disappeared entirely due to changing regulations for the same construction. The dimensions of the last CC-125, the Leysand (1960 GT, 3042 DWT), were 88.30 (84.13) x 12.50 x 6.50 (4.64) metres. At the end of 1993, the CC-125 continued as CF 3100 of which three more were completed in Gorinchem. A year later, this activity ceased there.

Damen was also contracted to design and build ﬁve 266-TEU container ships, the CombiFeeder-266, the ﬁrst of which was constructed in Hoogezand. The hulls for the next four were outsourced to the Romanian yard Santierul Naval Galati, which was taken over in 1999 and continued as Damen Shipyards Galati.

In 1995, the construction of cargo vessels was placed in a separate division under the name Damen Shipyards Cargo Vessels. The sales organisation remained in Gorinchem, but (ﬁnal) construction in Burgum and Hoogezand (formerly Bijlholt) came under the direction of both yards. A series of three of a new type, the CombiCoaster 2100, was completed in Burgum. The hulls were from Rechytskiy SZ, Rechsita.

The details of the CF 3850 are: 2518 GT, 1837 NT, 3850 DWT – Loa (pp) x B x D (d) = 89.70 (84.97) x 12.50 x 7.00 (5.48) metres. Propulsion is provided by an ABC main engine, type 6DZC, with selective catalytic reduction (SCR, Tier III) and an output of 1104 kW or 1502 hp at 800 rpm via WAF 1143 on a fixed pitch propeller with a diameter of 2600 mm for a speed of 11.8 knots. The bunker capacity is 275 m3 marine gas oil (MGO). The electric fixed pitch bow thruster in a tunnel has an output of 280 kW. The CF 3850 is equipped with an electric-hydraulic rudder spade type. The box-shaped hold has as dimensions 62.50 x 10.10 x 8.40 metres with a total capacity of 185.400 cft or 5250 m3 suitable for transport of general cargo, dry bulk, steel coils and forest products. The vessel is fitted with nine pontoon hatches and one electric-hydraulic hatch cover gantry crane. There are two moveable grain bulkheads, and ten stowage positions. The tanktop is strengthened for heavy cargo up to 15 tonnes/m2. The container capacity is 172 TEU (108 TEU in the hold and 64 TEU on deck). Accommodation is provided for nine crew. For electrical supply are available: one diesel generator, 398 kVA – 50 Hz, and one diesel generator, 135 kVA – 50 Hz. The emergency diesel generator has an output of 88 kVA – 50 Hz. The capacity of shore power supply connected with 50 metres of cable is 230V/400V and 85A. Classification by Lloyd’s Register of Shipping: ✠ 100A1,*IWS, Container Cargoes in hold and cargo hatch covers, Bottom Strengthened Loading and Unloading Aground, ACS(B) LMC, UMS, BMTS*, IHM, SCM Dangerous cargo to SOLAS II-2 regulation 19 (excluding I and VII).

The ﬁrst three Combi Coasters-125 were ordered in July 1984, the Sea Jade was the ﬁrst to be delivered by Damen Shipyards, Gorinchem, in June 1985.

The Crownbreeze was the only ice class 1A CombiFreighter 3500 and it was the ﬁrst hull arrived at Harlingen from Mangalia on 24 October 1999 (photo F.J. Olinga).

SHIP IN DETAIL

CombiFreighters 3850 enter the stage In 1998, outfitting resumed in Burgum with two improved CombiFreighters 3100 for Armawa, Groningen, for which hulls were built at the Romanian yard Santierul Naval Giurgiu SA. This was followed in 1999 by the completion of an ice class 1A CombiFreighter 3500, the Crownbreeze, and Damen Shipyards secured an order from Intersee for the construction of six CombiFreighters 3600, the hulls of which were built at Daewoo Mangalia. Of the latter two, a modification increased the tonnage by 250 tonnes to 3850 DWT. In January 2001, the Petra and Sandra were the first CombiFreighters 3850 (2545 GT) with dimensions: 88.60 (84.99) x 12.50 x 7.00 (5.40) metres.

Burgum not only completed CombiCoasters and CombiFreighters, but also other hulls or complete construction of StanTugs, ASD Tugs, suppliers and ferries. The CF 3850 was the largest vessel that could be completed in Burgum. Between 2000 and 2013, Damen Shipyards Burgum completed 43 standard CombiFreighters 3850. The hulls of these ships, which were built at various shipyards in Eastern Europe (Ukraine, Romania, Estonia, Serbia and Russia), were towed to Harlingen and consequently via inland waters through the province of Friesland to Burgum for completion. After this, the vessel returned to Harlingen for final fitting out. In order to pass the bridges in both directions, the accommodation was demounted and placed in the hold or on a pontoon. The superstructure was kept loose until the last moment and after outfitting/commissioning lifted by crane onto a pontoon. The pontoon with deckhouse subsequently proceeded via Franeker to Harlingen and the ship was ballasted and towed via Lemmer/Kornwerderzand to Harlingen after which the deckhouse was reassembled and welded on.

Besides the CF 3850, smaller types were also completed, such as the low air draught CombiCoasters 1700 and 2500. Moreover, a new type, the Combi Freighter 4200, was introduced in 1999, of which only three were built in Yichang under the supervision of Hoogezand. Damen Shipyards Hoogezand was sold in 2003 and sales and supervision moved to Gorinchem. After 2008, the former activites of Hoogezand were moved to the Burgum ofﬁce.

From May 2008 to 2011, eight geared CombiFreighters 8200 (5160 GT), dimensions 118.14 (115.70) x 15.90 x 8.80 (7.20) metres, equipped with two deck cranes, safe working load (SWL) 2 x 40 tonnes, were

completed in Harlingen under the supervision of Burgum. The hulls were built at ATVT Sudnobudivinyi Zavod Zaliv, Kerch, and towed to the temporarily equipped ﬁnishing quay in Harlingen via the Black Sea, Bosphorus, Mediterranean, Atlantic and North Sea. This was followed by a ninth vessel, the last of this series, that was delivered in November 2011 as Marfaam without cranes.

After this series, four more geared CombiFreighters 8200 were completely built in Yichang under the supervision of Burgum. These are the largest ships built under Burgum's direction so far. The CF 8200 is still part of the portfolio, but expectations for this ship type are not very promising at the moment.

Until 1993, 23 Combi Coasters-125 were built, mainly for German clients

Meanwhile, by September 2008, the credit crisis had erupted and the freight market had collapsed dramatically. In December 2013, what seemed to be the last CF 3850, the Noordvliet, was delivered. This marked the end of shipbuilding in Burgum. In October 2014, the 1.5-ha yard site and around 5200 m2 of industrial space were leased and finally sold in May 2018. Repair and hull finishing was concentrated in Harlingen. However, the office in Burgum remained open in slimmed-down form for engineering, design, marketing and sales (also for other Damen standard vessels). After recovery of the shipbuilding market for cargo vessels, shipbuilding activities were moved to Damen Yichang.

Damen Shipyards Gorinchem and Yichang Shipyard founded the Damen Yichang Shipyard in 1998. The yard, located on the Yangtze River, specialises in building CombiFreighters from 3850 to 15,000 DWT and is equipped with nine berths and a large transfer slipway.

Improved CombiFreighters 3850

Environmental demands by the International Maritime Organization (IMO) as well as the EU have gotten stricter. Therefore, the design of the CF 3850 was further improved and optimised to lower emis-

In January 2001, the Petra was the ﬁrst of two CombiFreighters 3850. The delivery of the CF 3850 Noordvliet in December 2013 marked the end of shipbuilding in Burgum (photo F.J. Olinga).

Combi Freighter 3850

SHIP IN DETAIL

IMO Tier III II E

COMBICOASTER 2750 STANDARD

sions and reduce fuel consumption and achieve a better Energy Efﬁciency Design Index (EEDI) and Environmental Ship Index (ESI) rating to live up to current and future emission standards.

As short-sea shipping has returned to steady profitability following several years of tight markets, a lot of shipowners feel the time is right to renew their fleets. Most of the short-sea vessels are over ten years old. In anticipation of this, construction of four improved CombiFreighters 3850 started in September 2018 for sale from stock. In January 2021, the first optimised CF 3850 was delivered, seven years after the last CF 3850 was commissioned. During 2021, the four CFs 3850 were delivered ex-stock to German shipowners: the Solitas-H and Unitas-H to Reederei Hinsch GmbH & Co KG, Buxtehude, the Sophie to Held Bereederungs GmbH & Co. KG, Haren-Ems, and the Benabell G to Gerdes Bereedungs GmbH, Haren-Ems.

Relocation to Drachten

In the summer of 2021, the ofﬁce was relocated to Drachten and from there, Damen Maritime Ventures develops and engineers cargo vessels (general cargo, tankers and container feeders) with

The CC 2750 is a further development of the previous CC 2500, which was optimised for deadweight. These vessels need more deadweight to be profitable, but can still reach those areas where low air draught and shallow draught are necessary. So far, two have been ordered. The details of the CC 2750 are: 1800 GT, 2750 DWT – Loa (pp) x B x D = 88.74 (84.99) x 11.30 x 5.40 metres. Draught in ballast is 2.80 metres; design draught is 4.35 metres for 2750 DWT or 3.40 metres for 1800 DWT. Air draught from base is 12.50 metres. Propulsion is provided by an ABC main engine, type 6DZC, with SCR (Tier II) and with SCR Tier III execution with an output of 1104 kW or 1502 hp at 800 rpm. A reduction gearbox on a fixed pitch propeller with a diameter of 2000 mm in a nozzle gives a speed of 10.8 knots. The bunker capacity is 129 m3 MGO. The electrically driven fixed pitch bow thruster in a tunnel has an output of 220 kW. The CC 2750 is equipped with a fishtail rudder. The box-shaped hold has as dimensions 59.10 x 9.30 x 6.70 metres with a total capacity of 131,000 cft or 3700 m3 suitable for transport of general cargo, dry bulk, steel coils and forest products. The vessel has nine pontoon hatches and one electric-hydraulic hatch cover gantry crane. There is one moveable grain bulkhead and there are thirteen stowage positions. The tanktop is strengthened for heavy cargo up to 12 tonnes/m2. The container capacity is 54 TEU. Accommodation is provided for six plus two crew. For electrical supply are available: two diesel generators, 2x 398 kVA – 50 Hz, and one emergency/harbour diesel generator with an output of 88 kVA – 50 Hz. Classification Bureau Veritas: ✠ General Cargo Ship Unrestricted Navigation Strengths bottom (bottom strengthened for loading aground).

lengths of 49.92 to 150 metres. The strategically better located Drachten (easily accessible via the A7 and close to potential customers) was chosen as the location to retain the expertise and know-how built up in Burgum. From the new Drachten ofﬁce, the vessels are developed with a dedicated group of designers who are

SHIP IN DETAIL

supported from Gorinchem both in sales and technically for checking (assumptions in) the designs and further optimisation. Damen Research is, thus, frequently used as a database.

The sales organisation has always remained in Gorinchem and is divided into seven areas with their own responsibility in various countries. In 2003, Burgum was given its own sales department, which continued to work closely with the country group in Gorinchem. The Damen Shipyards Group is divided into several divisions, such as Workboats, Dredging, Yachting, Repair and many oth-

COMBI FREIGHTER 5000 HIGH CUBE

The Feyz Group in Turkey became the launching customer for the CombiFreighter 5000. Damen Shipyards has received this order and one for an additional CF 3850, just four weeks after a contract was signed for three CFs 3850 in September 2023. The vessels are scheduled for delivery at the end of 2024.

The hull of the CF 5000 was optimised with computational ﬂuid dynamics (CFD) analyses, after which the design has been tested extensively in towing tanks at the Maritime Research Institute Netherlands (MARIN). The CF 5000 can be built to ICE class 1A as the bow is optimised for low resistance in ice. The additional power to comply with ICE Class rules, can be provided by a booster power take off (PTO)/power take in (PTI) system, which can be powered by the onboard genset or optionally by installation of ﬁxed or containerised batteries on board. These can also provide temporary zero emission propulsion power for areas where emissions restrictions apply.

ers. There is also a division Damen Maritime Ventures that manages all other separate entities, such as Damen Hardinxveld, Concordia-Damen and others. From 2020, Damen Cargo Vessels has been incorporated into this division as well. For the short-sea vessels, a small group works in Gorinchem, but most of the staff are now in Drachten.

With the improved CombiFreighter 3850, Damen Cargo Vessels again has a strong order portfolio in building multi-purpose vessels for the short-sea segment. The design is well known in the market

The ABC main engine is the same as in the smaller CF 3850, but it runs at higher revolutions providing 1326 kW at 1000 rpm. The CF 5000 can optionally be provided with wind-assisted propulsion like Econowind Ventofoils as an integrated part of the vessel.

The details of CF 5000 are: 3300 GT, 5080 DWT – Loa (pp) x B x D (d) = 86.60 (84.15) x 15.20 x 7.25 (6.55) metres. Propulsion is provided by an ABC main engine, type 6DZC, with SCR (Tier III) and an output of 1326 kW or 1802 hp at 1000 rpm via a reduction gearbox on a fixed pitch propeller with a diameter of 3500 mm in a nozzle for a speed of 11.5 knots. The bunker capacity is 175 m3 MGO. The electric fixed pitch bow thruster in a tunnel has an output of 280 kW. The CF 5000 is equipped with an electric-hydraulic rudder spade type. The box-shaped hold has as dimensions 60.35 x 12.60 x 9.60 metres with a total capacity of 247,200 cft or 7000 m3, suitable for transport of general cargo, dry bulk, steel coils and forest products. It is fitted with nine pontoon hatches and

one electric-hydraulic hatch cover gantry crane. There are two moveable grain bulkheads and eight stowage positions. It also has four tween decks that can be assembled to form two bulkheads in the hold for even more versatility. The tanktop is strengthened for heavy cargo up to 15 tonnes/m2. The container capacity is 164 TEU (120 TEU in the hold and 44 TEU on deck). Accommodation is provided for nine crew. For electrical supply are available: one diesel generator, 450 kVA – 50 Hz and one diesel generator, 148 kVA – 50 Hz. The emergency diesel generator has an output of 100 kVA – 50 Hz. The capacity of shore power supply connected with 50 metres of cable is 230V/400V and 85A. Classiﬁcation Lloyd’s Register of Shipping: ✠ 100A1,*IWS, Container Cargoes in hold and cargo hatch covers, Bottom Strengthened Loading and Unloading Aground, ACS(B) LMC, UMS, BMTS*, IHM, SCM Dangerous cargo to SOLAS II-2 regulation 19 (excluding I and VII).

Sky Wish, the launching of the ﬁrst CF 5000.

SHIP IN DETAIL

With the improved CF 3850, Damen again has a strong order portfolio in the short-sea segment

and the unmatched performance in relation to loading capacity, speed maintained and economical fuel consumption inspired repeat customers in their choice, such as the Wessels Reederei and Reederei Gerdes from Haren-Ems. Blue Finn Shipping GmbH & Co. KG, Buxtehude, is currently the leading client with nine vessels. Remko Bouma, commercial director Damen Cargo Vessels, states: ‘On 4 October 2023, Gerdes Green received a subsidy from the German Government for the investment in sustainable innovations for a Damen CombiFreighter 3850. We are improving our standard improved CF3850 further with reliable green options that reduce emissions. The support we received from Gerdes Green and the German Government enables us to develop these options and to be more sustainable in future. Our design and proposal team is continuously busy with improving the vessels by making them more sustainable and digital. With the Damen Triton system (a digital monitoring platform), we can measure the performance continuously and also check our design criteria, so we can make our ves-

sels more efﬁcient and effective. We are also improving the vessels together with our partners and suppliers. An example of this is the installation of Ventofoils from Econowind on the vessel. The performance can be measured during operation via our Triton system allowing Econowind and Damen to optimise the systems further.’ This is the best example of how a vessel can develop into a success. For capacity enhancement, a second yard in Asia was found in Vietnam. Damen has had its own Song Cam Shipyard in that country for many years now and good experience with the Vietnamese Ministry of Defence (MoD). The MoD has three shipyards, including Ba Son Shipyard along the Saigon river in Ho Chi Minh City.

Bouma concludes: ‘As Damen we are continuously improving the vessels with insights we receive from sister vessels and this makes the series very reliable in operation. Also, we have upgraded the new order intake with new green options, which reduce the environmental impact of the series even further.’

Gerrit de Boer

Has been a maritime author for over ﬁfty years and is one of SWZ|Maritime’s editors, gerritjdeboer@kpnmail.nl

With subsidy from the German Government, Gerdes Green ordered two innovative and future proof CFs 3850 Hybrid. They can run on biofuel with a number of options that will serve to further increase efﬁciency.

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UNDERSTANDING PARAMETRIC ROLLING OF CONTAINER SHIPS

In a parametric rolling event, a ship experiences quite sudden large roll motions in moderate wave conditions. Using a linearised analysis, the present article explains this dangerous behaviour in terms of a balance between the available roll damping and a reduction in this damping induced by the parametric excitation in the roll mode. Based on this analysis, the operational conditions in which parametric roll may occur are described and the merits of some measures in ship design and operation to address the problem are discussed.

Figure 1. Parametric roll of a container ship in following seas.

Figure 1 illustrates a parametric rolling event in following seas. Whereas a linear motion analysis assumes that the wave induced forcing is independent of the resulting motion response, parametric roll can only be understood by accounting for the fact that the roll motions do change the excitation, a change that in practice is largely proportional to the instantaneous heel. Because this character allows it to be treated as a variation in the restoring parameter in the equation of motion, the related response is denoted “parametric roll”.

Roll damping

If the opposing effect of the parametric excitation and the available roll damping drive the occurrence and magnitude of parametric roll, it is important to note that the damping can be regarded as the sum of a linear and quadratic part. The linear part consists, amongst others, of the wave making damping and lift effects at forward speed. The quadratic part consists mainly of the drag forces experienced by the bilge keels and the suction forces induced by the flow separation above and below them. Although the prediction of all of these components is not straightforward, this is particularly the case for the latter fraction [1]. In this article's context, it is worth noting that, because it is proportional to the roll velocity, the quadratic component becomes small for ships with a long natural period of roll. At sea, the damping of the hull in calm water is at best an incomplete measure for the actual value. In waves, cross-flow velocities in the bilge area induced by the incident and reflected waves and the sway and heave response magnify the quadratic damping component. In addition, in oblique wave conditions, the wind drag and potential adverse effects of automated course keeping may play a role as well.

Parametric excitation

At sea, the damping of the hull in calm water is at best an incomplete measure for the actual value

In the present work, the parametric excitation is derived from linear diffraction calculations on the modal excitation in roll experienced by the hull at an assumed small inclination [2]. The method fully accounts for diffraction effects, including the heel induced coupling of heave and pitch with the roll motion. Because the calculation is made for an inclined hull, it partly accounts for the roll induced changes in the wetted hull geometry in waves. Because it is made for inﬁnitesimally small wave amplitudes, it neglects the wave induced geometrical changes of the wetted hull. The heel induced changes in the above wave induced modal excitation will be, rather confusingly perhaps, expressed in an apparent variation in the transverse metacentric height by dividing it by the adopted heel angle and the displacement weight.

The resulting “parametric excitation”, the change of the above modal excitation per unit heel, shows a weak dependency on the initial transverse stability and forward speed. Relatively high levels of excitation are obtained in head and following waves as well as wave directions just forward and aft of beam waves.

Tuning

In the case the parametric roll excitation is encountered with a frequency that is twice the natural frequency of roll, its effects are, after a “locking-in” with the excitation, like that of a negative roll damping. This means that, if sufﬁciently large, the parametric excitation acts to magnify any existing roll motion. The above tuning is a crucial element in the development of parametric roll.

Sailing in waves, forward speed and heading determine together the frequency of wave encounter. In waves from forward directions, it increases progressively with the (zero-speed) frequency of the incident wave. At moderate speeds in waves from the aft sector, the relation is more complex. In the wave frequency range that occurs commonly at sea (0.35-1.2 rad/s), a local maximum value occurs at a particular “peak” wave frequency, see ﬁgure 2. In irregular waves, a consequence of the character of the trend is that the spectral bandwidth of the encountered wave and parametric excitation changes. In waves from forward directions, it increases while the spectral density decreases. In waves from the aft sector the reverse, a frequency concentration, occurs. Because the change depends on the slope of the encounter frequency curve, this concentration becomes extreme around the peak frequency that occurs in waves from the aft sector.

A second, straightforward, consequence of the occurrence of a peak value in the encounter frequency is that parametric roll (at

Figure 2. Frequency of wave encounter, 15 knots.

twice the encounter frequency) cannot occur if the natural frequency of roll is too high. In theory, this means that in following seas at for instance 15 knots, parametric roll can only occur if the roll period exceeds 40 s.

Estimating the roll response – Frequency domain estimates Two methods were adopted to evaluate the balance of the available damping with the reduction induced by the parametric excitation. Both assume that, with ωφ for the natural frequency of roll and φα for the roll amplitude, the effective linearised magnitude in a harmonic roll motion is described by a linear term bL and a quadratic term bQ:

bEL = bL + bQ . ωφ . φa (Eq. 1)

With “some algebra", Dunwoody [3] developed an estimate of the “expected” value of the apparent reduction of the roll damping induced by the parametric excitation back in the 1980s. Combining his estimates with the above expression for the available damping yields a ﬁrst estimate of a relation between the signiﬁcant wave height h S and the expected roll amplitude φα. When expressing the parametric excitation in terms of a variation GM around the calm water value of the transverse metacentric height GM 0, the case of broadband variations (like obtained in head seas) yields an “expected” roll amplitude of:

(Eq. 2)

In the above m.g represents the ship's displacement weight. represents the density of the encounter spectrum of the GM variations per m signiﬁcant wave height h S, read at twice the natural frequency of roll ωφ k xxE reﬂects effective transverse radius of inertia in roll.

In the case of narrowband variations (like in following seas), the result is driven by the rms re of the GM variations per m wave height. The result becomes:

ACKNOWLEDGEMENT AND DISCLAIMER

(Eq. 3)

Both estimates reﬂect the different roles of the aforementioned linear and quadratic roll damping components. The ﬁrst determines a threshold wave height below which parametric roll does not occur. The second determines the growth of the roll response beyond this point.

Estimating the roll response – A time domain estimate In irregular waves, parametric rolling is not a continuous phenomenon; it occurs in sudden bursts in which the roll is energised to relatively high levels. From this point of view, the question arises how to interpret the foregoing “expected” roll angle. To answer it, a simpliﬁed time domain analysis was developed, analogous to the common analysis of a roll decay test. Neglecting lock-in effects, the roll motion is treated as an amplitude modulation of a harmonic motion, driven by the parametric excitation.

The author wishes to thank MARIN and its staff for the helpful discussions and the use of technical software. The opinions expressed in the present article are those of the author. They do not purport to reﬂect the opinions or views of MARIN.

The resulting time histories show events in which the roll amplitude grows and decays with the magnitude and phasing of the parametric excitation in irregular waves. The analysis of these time histories revealed two important problems. The ﬁrst is that the identiﬁcation of statistically independent parametric roll events is not straightforward; many local peaks in the growing and decaying response seem connected in a way. The second is that, after an effort to remove apparent interdependent peaks, the resulting peak values are quite erratic. Their magnitude seems to follow a negative exponential distribution. This character implies that extremely long simulations are required to quantify the risks associated with parametric roll with a fair accuracy.

The above makes it hard to be precise about the meaning of the Dunwoody “expected” response. It seems to correspond roughly with relatively low typical levels, somewhat like the “most probable” extreme value. This value is by no means a safe estimate for

Figure 3. Effect of roll period on the operational limit of a large container ship in head seas.

design purposes; the higher peak values in a long simulation are roughly three times as large.

Typical results in head seas – Loading condition

Figure 3 shows Dunwoody’s estimate of the equilibrium wave height for 10 knots speed for ﬁve loading conditions. The effective roll damping for 5 degrees roll amplitude was adopted. The shortest roll period, which yields the lowest roll response, yields the highest tolerable wave height. This result is driven by three effects, all working in the same direction. First of all, see Eq. 2 and 3, a higher GM yields a smaller reduction of the apparent damping. Secondly, the quadratic roll damping increases with shorter roll periods. And lastly, the excitation level in the shorter waves that excite the shorter roll periods is lower than the ones that yield the critical excitation for the longer roll periods.

Typical results in head seas – Judging risk

Any judgement on the severity of the risk of encountering parametric roll obviously requires an account for the wave conditions that may be encountered. The contour lines in ﬁgure 3 indicate the percentage of the expected wave conditions within it. They roughly represent DNV’s assumption for the wave climate on the North Atlantic [4]. Note that, because scatter diagrams hardly reﬂect the presence of secondary swells, [5], the presentation yields a poor indication of the risk of encountering parametric roll in long period (bi-modal) waves.

Following seas – Effect of loading condition

In ﬁgure 2, it was shown that at 15 knots in following waves, exact

tuning of twice the natural frequency with the maximum wave encounter frequency is only possible for heavy loaded conditions with a long roll period. Figure 5 shows Dunwoody’s broadband estimates at 15 knots for roll periods in this range. The narrowband estimate was used for the 40-second roll period.

Like in head seas, and for the same reasons, the threshold wave height becomes quite low in long swell waves. Because of the aforementioned frequency concentration of the excitation, the threshold wave height in a following swell condition is lower than in a head on swell.

Operational measures – Effect of loading condition and speed

Figure 4 shows that at a speed of around 10 knots, a large container ship is relatively safe with a roll period beyond about 28 s. A voluntary or involuntary speed reduction proved to have adverse effects; the “bucket” moves to more common wave conditions. Also, a lower speed reduces the linear component of the roll damping, which lowers the threshold wave height. This means that it is important to enable ships to maintain a fair speed in adverse head waves. The master’s reﬂex to slow down when facing unexpected behaviour is a dangerous one.

In following seas, avoiding stern slamming probably requires a minimum speed. Assuming 15 knots, an analysis of the tuning shows that the vessel is completely safe for all loading conditions with a roll period below about 35 s. For this range of loading conditions, like in head waves, a master’s reﬂex to slow down when facing unexpected behaviour is again a dangerous one, because it re-introduces the unfavourable tuning. Loading conditions with roll periods beyond this point all run a serious risk in following seas.

Figure 5. Effect of roll period on the operational limit of a large heavy loaded container ship in following seas.

Figure 4. Effect of speed on the operational limit of a large container ship in head seas, 25 s roll period.

Apparently, at least in head and following seas, a clear “sweet range” of roll periods exists in which parametric rolling is less likely. The fact that in heavy loaded conditions the roll period of large container ships is extremely long may explain the apparent problems in following seas.

Operational measures – Effect of heading

The adopted method to calculate the parametric excitation suggests that parametric roll is not limited to longitudinal wave directions. Calculations for oblique wave directions seem to conﬁrm this point; a limited change in course seems to have a relatively small effect.

Measures in ship design – Bilge keels

The threshold wave height predicted by Eq. 2 and 3 is determined by the linear roll damping component, the growth of the roll response beyond this point is determined by the quadratic damping component. The bilge keels contribute in this component with the drag they experience in the cross-ﬂow on the bilges and, indirectly, by tripping the ﬂow separation, which acts on the hull above and below. Because the drag is not the dominating component, an increase in the quadratic damping requires a disproportional increase in bilge keel height.

The results obtained with the present method suggest that the current issues with parametric rolling of large container ships are also caused by the fact that the bilge keel height did not grow in proportion with the ship size. If a solution is sought in increasing the bilge keel height, the relatively small direct contribution of the bilge keel drag means that a signiﬁcant step needs to be made.

Measures in ship design – Stabilisation

If the bilge keels cannot solve the issue at hand, active stabilisation may be considered. An important consideration at this point is that the adopted system should offer a robust additional damping, also in the case heavy rolling does occur. Considering this requirement and the wide range of loading conditions that occurs on container ships, it seems that a self-tuning, actively controlled U-type anti-roll tank with low internal damping is the best candidate. Limited experience with this type of stabilisation in model ex-

REFERENCES

[1] SWZ|Maritime, May 2021

[2] SWZ|Maritime, July-August 2014

[3] Dunwoody, A.B., Roll of a ship in astern seas –Response to GM ﬂuctuations, J.of Ship Res., Vol. 33, No. 4, Dec. 1989, pp 284-290

[4] DNV Recommended Practice DNV-RP-C205, Environmental conditions and environmental loads, October 2010

[5] Torsethaugen, K., Haver, S., Simpliﬁed double peak spectral model for ocean waves, ISOPE Toulon, France, May 23-28, 2004

periments has proven them very effective in suppressing parametric roll.

Conclusions

The present exercise provided a reminder of the fact that assessing parametric roll involves elements which are notoriously hard to quantify. Not only the prediction of the basic physics, like the underlying roll damping and the parametric excitation, is inaccurate and incomplete. Also, the sheer recognition of parametric roll events and their erratic statistical characteristics are a major problem in the interpretation of results of simulations and model tests as well as the observed behaviour at sea. And last but not least, the results of any prediction are very sensitive to the spectral characteristics of the incident waves.

In head and following seas, a “sweet range” of roll periods exists in which parametric rolling is less likely

Despite the above problems, the present simple analysis shows a robust option to avoid parametric roll of large container ships: avoiding a particular range of roll periods in combination with the ability and instruction to maintain a fair speed in adverse weather. Sacriﬁcing some logistical efﬁciency for a container arrangement with a reduced transverse radius of inertia may have been overlooked as a way to reduce the roll period for heavy loaded conditions.

Increasing the roll damping with higher bilge keels will provide some relief. The more drastic application of the suggested type of anti-roll tank may be needed to sail safely in the heavy loaded conditions that caused the present problems. A problem with managing the risk at sea is that it requires a very accurate assessment and forecast of the spectral characteristics of the incident waves, including those of secondary swell systems.

Ir.

Reint P. Dallinga Retired MARIN seakeeping specialist, r.p.dallinga@gmail.com

HOW TO DEAL WITH ETS AND FUELEU MARITIME

The impact of FuelEU for shipowners and how it differs from ETS

With most types of regulations for ships, it is relatively uncomplicated how to comply. It may be costly or troublesome, but it is usually pretty clear what needs to be undertaken, and once that has been accomplished, you are done. The EU Emissions Trading System (EU ETS) and FuelEU Maritime Regulations are not as straightforward, however.

REGULATIONS

Overview of the technologies that may produce a reward factor under FuelEU. These can also be of use when action is necessary to comply with the IMO Energy Efﬁciency eXisting ship Index (EEXI) and Carbon Intensity Indicator (CII) requirements.

In earlier editions of this magazine, the requirements for the EU ETS and FuelEU Maritime Regulations have been described. In short, the EU ETS is an economic market-based measure (MBM) and targets the tank-to-wake emissions of vessels. The penalty for each tonne of GHG emissions is not a ﬁxed value, but depends on market driven dynamics, that is, the price of emission allowances, EUAs. The more you emit, the more EUAs you need and the more you will pay. The number of EUAs you need are determined by the type or types of fuel, the quantity you use and the area of operation. ETS should trigger owners to actively undertake actions leading to energy savings or the use of fuels producing less GHG emissions.

FuelEU is a technical measure and mainly aims to reduce the wellto-wake GHG intensity of the energy used on board. It requires a gradual reduction of the GHG intensity over the coming years and puts a penalty on non-compliance. This penalty is based on a ﬁxed price of € 2400 per tonne of non-compliant fuel used in the relevant year. FuelEU’s 2025 target GHG intensity is 89.3 CO2eq/MJ, two per cent lower than the 2020 reference value of 91.1 CO2eq/MJ.

How will this work out for shipping companies?

Most types of regulations for ships are relatively straightforward when it comes to compliance. Take the regulations for ballast management systems: once you have selected one, installed and commissioned it, it is only a matter of operation and maintenance without further dilemmas or choices to be dealt with. But it is different

for most of the regulations covering fuels. And that is certainly true for the ETS and in particular FuelEU Maritime.

Owners fully or partly operating in EU waters have to decide how to deal with these issues: do I continue with the cheapest fuel and pay more for ETS and the FuelEU penalty of € 2400 per tonne of noncompliant fuel, do I try to reduce the final total costs by using greener fuels, or do I invest in auxiliary wind propulsion, solar panels or other mitigating measures? Certainly, in a few years’ time, when these regulations will really start to bite, these issues will be important for the bottom line. For ships with a regular sailing pattern, such as many container vessels, it is perhaps not too difficult. They know their EU exposure: which voyages are operating within the EU waters and count for 100 per cent, which voyages enter or exit EU waters and count for fifty per cent and which voyages are fully outside EU waters and do not count at all for these regulations. With ships without a regular and known EU exposure, it is more difficult. In such cases, owners have to make assumptions, based on past sailing data or otherwise.

Some shipowners have meanwhile made estimates to get an idea of the ﬁnancial consequences of FuelEU and ETS for their ships, based on assumed sailing patterns and fuel choices. A general cargo ship operator is one of them.

FuelEU

This general cargo ship operator has estimated the ﬁnancial consequences of FuelEU for a few sister ships of his ﬂeet based on realis-

COMPANY

FEUM

MRV/ETS

REGULATIONS

VERIFIER

New definition:

• Ship Owner

• ISM Company

Key players and new roles (source: EMSA).

tic sailing patterns and fuel choices. The result for seven of such ships showed an extra expense for 2025 of close to € 350,000 as a result of the FuelEU penalty. Estimated yearly total fuel consumption of these seven ships is in the order of 10,000 tonnes of light fuel oil (LFO) and 4000 tonnes of marine gas oil (MGO), with roughly 5000 tonnes of these fuels falling under the EU regulations with approximately two per cent GHG intensity shortfall. By replacing all LFO by MGO, this expense could be reduced to about € 260,000 because of MGO having a lower overall GHG intensity than LFO. By replacing part of the fossil oil fuel by about 300 tonnes of biofuel (B100) with a much lower GHG intensity, the penalty could be brought back to zero. Of course resulting in higher fuel costs and based on the assumption that the ships are properly ﬁtted out to use biofuels. Clearly, the ﬁnal outcome will depend on the actual trading patterns and fuel prices. So these are rough estimates only, in principle covering the years 2025 up to 2030.

From 2030, the carbon intensity of fuels used as a basis for the calculations will reduce by another four per cent to reach a level of six per cent below the reference value of 91.16 grammes of CO2 equivalent per MJ of used fuel. By that time, hopefully shipping companies have found ways to avoid these hefty increases by modifying the fuel mix or, perhaps more probable, the application of technologies to reduce the use of fuel. FuelEU allows a reward factor when calculating the average annual GHG intensity when using zero emission technologies or substituting sources of energy (wind, solar).

EMSA - SYSTEM ADMINISTRATOR

Roles:

MEMBER STATES

• Administering Authority

• Flag

• Administering State

• Competent Authority Port of call

• NAB

Wind-assisted ship propulsion opens up opportunities

In particular the application of wind-assisted ship propulsion (WASP) can have an attractive effect on the FuelEU calculations. The impact of WASP on the GHG intensity of the energy used on board can be reﬂected via the factor FWind as per GHG formula in the FuelEU regulation. FWind is calculated with the PWind/PProp term (PWind is the effective power of the WASP system; PProp is the propulsion power of the ship). For no WASP installed, the value is 1 and the minimum value it can get is 0.95 as per the following table

WASP can have a signiﬁcantly positive impact on the FuelEU calculations. Even for vessels using fossil fuels such as LFO or MGO, a vessel with WASP installed and an FWind of 0.97 can achieve compliance while still using LFO or MGO in the years 2025-2030.

Pooling attained GHG intensity

It is an interesting aspect of FuelEU that you can pool your attained GHG intensity amongst other ships, and “bank” particularly good emissions performance for future years. It has been calculated, for example, that an LNG-fuelled ship could, depending on the engine

REGULATIONS

type, make ﬁve HFO-fuelled vessels compliant. The gains with zero-carbon fuels are an order of magnitude greater. A vessel with auxiliary wind propulsion (WASP) with an FWind equal to 0.95 can offset another vessel with similar fuel consumptions, but with no WASP in a pooling arrangement.

Another example shows that a ship using e-methanol could give up to 75 HFO-fuelled comparable ships a pooled intensity below the FuelEU target. Pools can consist of vessels of the same or different companies. The pooling facilities give owners with dual-fuel tonnage the option to sell excess emissions savings. It is suggested that public emissions pools would be particularly useful for small owners unable to invest in and operate dual-fuel vessels.

FuelEU Monitoring Plan

Shipping companies will need to submit a separate FuelEU Monitoring Plan for each of their vessels. The European Commission has produced a template Monitoring Plan. The FuelEU Monitoring Plan is detailed and amongst other information must include the following key elements: emissions sources (engines, boilers, fuel cells, waste incinerators, and so on), fuel types, components of blended fuels, emission factors for each fuel type, procedures for monitoring the fuel consumption as well as the energy provided by substitute sources or a zero-emission technology.

The monitoring plans should be ﬁled with the veriﬁer before 31 August 2024. Vessels trading in the EU/EEA countries should have the approved FuelEU Monitoring Plan on board before 1 January 2025. The illustration on the previous page shows the various players in this FuelEU process and the new roles.

ETS

The ETS regulations ask that in 2024, forty per cent of the emissions should be taken into account when calculating the levy, increasing to seventy per cent in 2025 and to 100 per cent in 2026. This means that for 2025, seventy per cent of the 5000 tonnes referred to above have to be used as the basis for the ETS levy in that year. At the time of writing this article, the price of one EUA stood at approximately € 70, being the cost of one tonne of CO2 equivalent emissions. Based on the fossil fuel carbon emission factors, the 2024 ETS levy for the seven general cargo ships referred to above would be in the order of € 400,000 rising to over € 710,000 in 2025 and to over € 1 million in 2026. The above examples concern relatively small ships; it is evident that for larger ships, such as container vessels, tankers, LNG carriers, and bulk carriers, the figures will look totally different. At the end of last year, Clarksons Research published an analysis of the expected financial consequences of what they termed: ‘the placing of a price on carbon used by shipping for the first time ever’. They estimated that, based on recent trading patterns and EUA prices (averaging about $ 90 per tonne of CO2), the EU ETS allowances in 2024 would need a total of $ 3.3 billion, rising to $ 8.2 billion in 2026. This sounds big, but the global bunker bill in 2023 amounted to approximately $ 170 billion for about 350 million tonnes of fossil fuel. For the Greek fleet, almost exclusively consisting of large ships, it has been calculated that, once the EU ETS

is fully implemented in 2026, it would equate to an average emissions cost of nearly € 400,000 per vessel. Ships with green technology to curb emissions would of course have a lower EUA exposure.

Administrative burden

With the introduction of regulations like FuelEU and ETS, owners see a constant increase in the need for data, switching from voyagebased reporting to time-based reporting and the need to update multiple EU databases. In many cases, a number of parties will get involved in dealing with the issues, such as the owners, charterers, cargo owners, pooling partners, and so on. This makes it necessary for shipping companies to have accurate fuel and emissions data communicated from ship to shore to support correct allocation of the compliance costs among voyage stakeholders. This is of particular importance when during a reporting period changes in ownership or charterers take place. For small shipping companies, this will not always be easy. In support, the IT market now offers solutions for ongoing data veriﬁcation in addition to the usual annual exercise, which allows owners to keep on top of the data stream and maintain transparent communications with charterers and other parties if needed.

Policy measure needed to change behaviour

As Clarksons noted, for the ﬁrst time ever, shipping will pay for its carbon use, based on political decisions intended to bring more movement in the required process to produce an energy transition in shipping. Not just to bring in money, but a policy measure needed to change behaviour in a way that leads to decarbonisation. A mechanism that the market could not do on its own. Hopefully, this initiative from the EU will be followed by similar steps by IMO for the whole of world shipping, or at least by other countries equally concerned with our climate problems. It should lead to zero carbon shipping by 2050.

Whether this is achievable will not only depend on shipping. The most important question will be whether the world can provide, by that date, enough of a fuel mix and associated systems and equipment allowing ships to sail carbon free. And that our society will be willing to pay for it. That is a huge challenge. To replace the better part of some 350 million tonnes of high energy content fossil fuel oil by expensive non- or low-carbon alternatives with much lower speciﬁc energy content and all coming with their special issues. Let us hope that initiatives like FuelEU, ETS and EEXI will give our industry and society a strong impulse to strengthen its efforts to achieve this goal.

Willem de Jong

Former Managing Director of Lloyd’s Register London and one of SWZ|Maritime’s editors, willem.dejong3@gmail.com

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HARNESSING THE WIND Business opportunities abound as offshore wind projects set for major growth

Offshore wind farms are poised to expand rapidly over the next decade due to falling costs and technological advancements. This surge will drive a substantial demand for dredging services worldwide, essential for preparing seabed sites for turbine installations and cable laying, while ports will require signiﬁcant infrastructure upgrades.

ARTICLE: JESSICA GONZALEZ CAMPOS, INTENT COMMUNICATIONS, SUPPLIED BY CEDA, CEDA@DREDGING.ORG

For years, offshore wind has been a critical component in the transition to sustainable energy, often seen as more reliable than onshore wind. In 2023, operational offshore wind capacity rose to nearly 68 GW. The 2023 Global Offshore Wind Report [1] forecasts over 380 GW of additional capacity within the next ten years, with the UK, Norway, Portugal, China, and Japan at the forefront.

Rebecca Williams, head of global offshore wind at the Global Wind Energy Council (GWEC), states in the report: ‘Plans are in place for offshore wind to provide large-scale renewable energy on every

continent except Antarctica.’ She highlights signiﬁcant developments in markets including Bangladesh, Vietnam, South Korea, the Philippines, and Australia. Offshore wind is advancing swiftly, driven by a notable decrease in the global levelised cost of electricity (LCOE) and technological improvements, such as larger turbines and longer blades, enhancing its green credentials and ensuring greater energy security.

The National Renewable Energy Laboratory (NREL) emphasises the importance of strategic port development in its report “Impacts of developing a port network for ﬂoating offshore wind energy” [2].

Photo: The booming offshore wind industry opens up numerous opportunities for dredging contractors (photo Tom Fisk, Pexels).

Planning requires determining the number of ports needed for each phase (manufacturing, installation, operation) while considering local communities, environment, workforce, and the industry as a whole. This ensures optimised port network investments.

Fair winds ahead

The port of Esbjerg's leading position in offshore wind is driven by its strategic location and the rise of the offshore market. Over the last decade, offshore wind has become the port's largest business area, and with the sector investing in ever larger turbines it has driven a need for the port to be equipped to deal with bigger trucks, cranes and vessels transporting them.

Speaking to CEDA Industry News, Jesper Bank, chief commercial ofﬁcer, notes: ‘Offshore wind is an immature industry. There's a continuing scaling up of turbines, which hasn't levelled yet. To follow this industry, you must be heavily engaged with everyone in the industry, including truck companies and owners of jack-up vessels. We spend a tremendous amount of time talking to the industry to understand the needs.’

To mitigate capacity issues, Port Esbjerg has partnered with ﬁve EU ports [3] and deployed digital twin technology to simulate and plan future projects, potentially tripling its offshore wind handling capacity.

Bank also discusses the signiﬁcant infrastructure investments needed to keep pace with the offshore wind sector. The port is deepening its channel from 10.5 to 12.5 metres to accommodate larger vessels. ‘This decision, in part driven by offshore wind, also supports larger ro-ro vessels and attracts more activities,’ he says. Dredging has a vital role to play in supporting modern ports’ evolving needs. And it isn’t just deepening and widening channels that is required for those moving into offshore wind, but maintenance dredging too. Bank notes that the use of larger jack-up vessels for turbine installation introduces additional challenges concerning seabed and quayside integrity. These vessels exert considerable pressure on the seabed, potentially penetrating up to 10 metres deep, which can jeopardise the stability of quayside structures. To address this, Esbjerg employs specialised dredging techniques and seabed reinforcement strategies, such as constructing stone beds.

Moving with the tide

The offshore industry operates in a complex and dynamic environment, facing signiﬁcant challenges in achieving precise excavation.

ABOUT CEDA

Dredging has a vital role to play in supporting modern ports’ evolving needs

While traditional dredging methods are effective, they can sometimes result in sediment release and increased turbidity, impacting marine ecosystems. Green projects, like offshore wind farms, aim to maximise their positive environmental impact, making marine protection a priority. This focus is driving the development and adoption of new, innovative methods that minimise these effects and support such projects’ broader environmental goals. Given the variety of seabed conditions, from soft sediments to hard substrates, there is a need for adaptable excavation methods. Hopper dredgers are indispensable in advancing offshore wind farms, offering vital services throughout their lifecycle. They excel in tasks such as dredging and transporting sediments, which are essential for site preparation and maintenance, as seen in the 2019 Hornsea Project One in the UK [4], ensuring stable foundations for turbine installation. Hornsea was the world's ﬁrst offshore wind farm to exceed 1 GW in capacity and produces enough green energy to power well over one million homes.

Additionally, they can be used to create trenches for underwater cables, facilitating the connection of turbines to the power grid with minimal environmental impact, exempliﬁed by their work at 2020 Germany's Deutsche Bucht offshore wind farm [5], reducing the annual CO2 emissions of Germany by 700,000 tonnes.

Precision navigation is essential for successful offshore wind projects. Advanced global navigation satellite system (GNSS) receivers, gyrocompasses, and inclinometers are used to monitor the positioning, heading, and verticality of wind turbine foundations and structures. These technologies, integrated with solar-charged batteries, ensure continuous and accurate monitoring despite challenging conditions. For instance, in the Fécamp Offshore Wind Farm [6] project off the coast of northern France, precision navigation was critical for installing concrete gravity based structures (GBSs), ensuring the stability of wind turbines.

The Central Dredging Association (CEDA) is an internationally recognised independent professional association. It is an easy-toaccess leading platform for the exchange of knowledge and an authoritative reference point for impartial technical information. CEDA actively strives to contribute towards sustainable development by strongly recommending working with nature. CEDA members are corporations, professionals and stakeholders, involved in a diversity of activities related to dredging, marine construction and dredged sediment management. CEDA represents the common interest of all ﬁelds related to dredging and does not promote the interest of any particular industry sector or organisation.

www.dredging.org

CEDARUBRIEKNEWS

Behind the boom

While the booming offshore wind industry opens up numerous opportunities for dredging contractors, balancing dredging activities with environmental concerns is critical. Williams points out further challenges such as inﬂation, increased capital costs, and supply chain issues that may slow down or hinder projects. Inefﬁcient permitting and licensing can cause delays, creating uncertainty and higher costs. Additionally, GWEC analysis [1] predicts global supply chain bottlenecks by the mid-2020s, except in China, requiring immediate investment and cooperation.

The offshore wind workforce must expand signiﬁcantly if it is to meet the predicted growth, from 80,000 to 250,000 employees by

REFERENCES

1. https://bit.ly/3KWXvve

2. https://bit.ly/4bmoqeK

3. https://bit.ly/45Dq62g

4. https://bit.ly/3KYqGhK

5. https://bit.ly/3KVsyaH

6. https://bit.ly/4bjACgl

7. https://bit.ly/3L1FsUA

8. https://bit.ly/3xxIiOe

9. https://bit.ly/3zg2G6Y

2030 [7], necessitating extensive training and updated education policies. To try to combat this skills shortage, developers often work with consultancies [8] with specialist knowledge in offshore wind and marine renewables, enabling them to access a pool of talent that can be ﬂexed depending on the stage of the project.

Capturing opportunities ahead

In 2024, at least 40 GW of offshore wind [9] capacity is expected to be auctioned globally if all planned auctions proceed. Germany, Denmark, the UK, France, and the Netherlands are leading the auctions, with Germany alone set to auction 8 GW. France will reveal the results of Europe’s ﬁrst commercial-scale ﬂoating offshore wind tender. In contrast, Europe auctioned 13.5 GW in 2023.

To capitalise on these emerging opportunities, companies must make investments in advanced technologies and strategic collaborations. Utilising precision navigation systems and innovative dredging equipment will be crucial for tackling the complexities of offshore wind turbine sites. This strategic alignment will ensure that major renewable energy projects can proceed smoothly, beneﬁtting the dredging industry and contributing to global sustainable energy goals.

It isn’t just deepening and widening channels that is required for those moving into offshore wind, but maintenance dredging too (photo Nadine Ginzel, Pexels).

Photo:

BIODIVERSITY: ESSENTIAL FOR SUSTAINABLE DREDGING

Restoring biodiversity in marine and freshwater ecosystems

Since the adoption of the Paris Agreement in 2015, discussions around sustainability have been dominated by decarbonisation. Industries have largely been focusing on the vital goals of transitioning to greener fuels and how to achieve net-zero targets. However, as the climate emergency and collapse of habitats becomes more acute, restoring biodiversity is shaping up to be the next big sustainability goal. Dredging will be at the forefront of efforts to tackle both.

ARTICLE: PAUL LEVEY, INTENT COMMUNICATIONS, SUPPLIED BY CEDA, CEDA@DREDGING.ORG

Biodiversity loss is mainly caused by using land for human food production. Climate change is also a signiﬁcant contributing factor, altering marine, terrestrial, and freshwater ecosystems. This has led to reduced ecosystem services, such as food and water, which can endanger human health. But the beneﬁts of restoring biodiversity are far wider than ecosystem health. According to the United Nations, arresting and reversing biodiversity loss is the strongest natural defence against climate change. Nature-based solutions (NbS) are a potentially cost-effective way to tackle it. In fact, the United Nations Environment Pro-

gramme (UNEP) notes that one-third of climate mitigation required this decade could be achieved by conserving and restoring nature. And some marine ecosystems are particularly effective at capturing and storing emissions. For example, mangroves and seagrasses can sequester up to four times as much CO2 as terrestrial forests. However, biodiversity loss is causing natural carbon sinks to become carbon sources. Urgent action is needed to reverse this.

Aspirations and regulations

Biodiversity was discussed by a sustainability managers’ panel at

Photo: Marine biome (photo: Antonio Busiello, My Shot).

Dredging Days 2024 in May. Opening the session, Marije Hensen, of Atradius (the Dutch export credit agency), said: ‘After everybody started talking about the climate, biodiversity is the next upcoming topic. It’s very important and also impacted by climate change – the two go hand in hand.’

And, as Hensen noted, biodiversity has become a mainstay on the international agenda. At the United Nations Summit on Biodiversity in September 2020, world leaders – representing over 2 billion people – pledged to reverse biodiversity loss. The Leaders Pledge for Nature promotes sustainable development and aims to deliver a “nature-positive world” by 2030.

‘Sustainability is becoming more of a licence to operate’

On 17 June, the Council of the European Union (EU) adopted the Nature Restoration Law giving the pledge more power across the EU. First proposed by the European Commission in June 2022, the continent-wide law is a key component of the EU’s biodiversity strategy 2030, which supports the implementation of the European Green Deal.

The law is designed to help restore ecosystems, habitats, and species across the EU’s land and sea areas to increase biodiversity, secure ecosystem services, and limit global warming. It is designed to counteract the adverse impacts of various human activities, including dredging. To achieve this, the law sets binding targets for joint restoration – at least twenty per cent of the EU’s land and sea areas by 2030, and for habitats deemed in poor condition, at least ninety per cent by 2050.

Of course, EU environmental legislation is not new. Dredgers and their clients are accustomed to working within the regulatory framework provided by the Habitats Directive (focusing on conservation) and Environmental Impact Assessment (EIA) Directive (assessing impacts during project planning). The key difference is that the law takes a proactive approach to ecosystem recovery rather than merely aiming to prevent, mitigate or compensate for negative impacts – a groundbreaking approach. It also covers all ecosystems rather than being limited to protected areas deﬁned under the Habitats Directive and Natura 2000 (which cover Europe's most valuable and threatened species and habitats. The latter will be prioritised for restoration measures until 2030).

Dredging to the fore

Of particular interest to the dredging industry, the law contains speciﬁc targets for improving and reestablishing biodiverse habitats in wetlands, rivers and lakes, restoring marine habitats, such as seagrass beds and sediment bottoms, and removing human-made barriers that prevent river connectivity so that at least 25,000 kilometres of rivers are restored to a free-ﬂowing state by 2030. Properly planned and implemented, dredging works can have a positive impact on biodiversity, for example, they can clean water resources, improve water clarity, and restore habitats. As Hensen noted in her introduction to the sustainability managers’ debate: ‘The dredging sector is a good example of a sector that really can cope with the problems [associated with reversing biodiversity loss] and it would be great if you could look proactively for opportunities to include NbS in your designs.’

Techniques such as replanting seagrasses, restoring oyster beds, and creating artiﬁcial reefs can help ecosystem recovery and resilience. While initial costs and impact monitoring remain topics of debate, investing in appropriate NbS to restore habitats can offer a win-win. As a result, government agencies, environmental groups,

3D-printed reefs (photo Ørsted).

CEDARUBRIEKNEWS

dredgers, clients, consultants, academics, local communities and more are recognising the beneﬁts of NbS to enhance the sustainability of dredging works.

And the industry continues to innovate. Advances in dredging technology have led to more sustainable methods. For example, using precision dredging techniques allows sediment to be removed with minimal disturbance to surrounding areas and hydraulic dredgers equipped with suction heads reduce turbidity.

Rachel Terry, representing Van Oord during the sustainability managers’ debate noted the changing mindset. ‘Historically, I think… [sustainability] was seen as what we would call a licence to grow, something we would offer as an add-on, but I think it’s becoming more of a licence to operate… and I absolutely respect that,’ she said. While understanding that plans and costs ultimately need to be approved by clients, she feels that the industry has an obligation to try and educate clients as part of the tender process to showcase what the dredging industry can do to enhance sustainability. Importantly, she also recognises the importance of listening to the client and local people to best understand the ‘local biodiversity situation’ as part of the planning process.

Amplifying Terry’s point about combining education and local knowledge during the tendering and project design process, Hensen stressed the need to balance local legislation with international standards to secure ﬁnancing from the World Bank. The gap between the two can be used to suggest ‘positive impact solutions…, which result in biodiversity net gain,’ she concluded.

Ports embrace biodiversity

More projects build in sustainability considerations and use modern techniques to help lessen the impact of dredging works on the habitats of resident species and water quality. However, there is a growing stakeholder focus on the need to do more to protect local waters and wildlife. As a result, ports, for example, are increasingly integrating sustainability into their plans to achieve corporate biodiversity goals. The business case for dredgers to incorporate NbS

ABOUT CEDA

The Central Dredging Association (CEDA) is an internationally recognised independent professional association. It is an easy-to-access leading platform for the exchange of knowledge and an authoritative reference point for impartial technical information. CEDA actively strives to contribute towards sustainable development by strongly recommending working with nature. CEDA members are corporations, professionals and stakeholders, involved in a diversity of activities related to dredging, marine construction and dredged sediment management. CEDA represents the common interest of all ﬁelds related to dredging and does not promote the interest of any particular industry sector or organisation.

www.dredging.org

techniques into their tenders is becoming ever stronger; it will likely become a more common expectation from stakeholders to address biodiversity in project tenders. Furthermore, as biodiversity issues gain traction, the press, the public and local communities will continue to put external pressure on companies to protect local wildlife and habitats, which can hinder or halt progress altogether.

There is a growing stakeholder focus on the need to do more to protect local waters and wildlife

Recognising the advantages of sharing experience, the International Association of Ports and Harbors (IAPH) launched the World Ports Sustainability Programme (WPSP) in 2017. Now comprising 141 ports across 61 countries, it provides a reference database of port best practices in applying the UN’s Sustainable Development Goals (SDG). For example, the Port of San Pedro, Ivory Coast, launched its Biohut project in 2022 to allow the port to regain its nursery function for ﬁsh larvae to help restore marine biodiversity (supporting SDG 14 - Life Below Water).

Change comes from within New regulations drive behavioural change at the macro level, but change can also happen at the micro level by altering the mindset of company personnel. This requires a concerted effort to ensure solid business cases incorporate biodiversity considerations. As Terry put it, ‘You will not land a sustainability mindset in an organisation with just a specialist team. You need the expertise of each individual and for them to consider what a sustainability decision looks like. You land it by getting into the hearts and minds of people.’ Ultimately, dredging will remain an essential activity for maintaining and developing port infrastructure, offshore energy, flood defences and more. However, the industry must address the significant risks to biodiversity. The impacts of habitat destruction, sediment plumes and disruption of food chains, highlight the need for careful planning, management and monitoring. However, by employing NbS when practicable, leveraging technological innovations, sharing best practices and complying with regulations, it is possible to balance the benefits of dredging with the need to conserve and restore aquatic ecosystems.

Climate change and biodiversity loss pose an existential threat and are inextricably linked. Regardless of how it is achieved, restoring biodiversity is an intrinsic part of the overarching sustainability discussion. By continuing to develop and implement risk management strategies, the industry can ensure that dredging works are conducted in a manner that helps deliver the aspiration to restore biodiversity for future generations.

WHEN BAD OUTCOMES HAPPEN, ASK WHY

Mariners’ Alerting and Reporting Scheme

Line breaks six times – when is enough enough?: Mars 202429

A tanker had moored to a single point mooring (SPM) buoy ready to start discharging operations. A tug was used aft to apply tension on the vessel and keep it in line with the predominant swell during the discharging operation. Wind and swell were coming from astern and were just within the maximum agreed conditions so discharging operations were started. Over the next forty hours of discharging, the tug’s line to the tanker broke six times. Each time a break occurred, the discharging was halted and another line was installed. Then discharge operations continued. At no time did the tanker’s master question the mooring master’s decision to continue the discharging operation or to stop work and re-evaluate the conditions or the assumptions on which past decisions were made.

Lessons learned

• Luckily, no injuries were sustained during these incidents. Hindsight being 20/20, it seems clear in retrospect that after several line failures (3?, 4?), a decision to delay the discharge should have been taken by the vessel’s master or the mooring master.

• When bad outcomes happen, investigate – ask why! At a minimum, reevaluate the conditions of work.

Pressure washer injury: Mars 202430

Deck crew were performing maintenance on a tanker underway, de-rusting with a high pressure water-blast machine and then painting. A minimum of two persons were required for the task; one to handle the spray gun and the other to hold and manage the water hoses. The crew were working in pairs, swapping roles every thirty minutes.

After a full morning of this work, the crew returned to the job after lunch. At one point, the water jet was inadvertently

turned towards the foot of the crew member handling the nozzle. The water jet penetrated his safety shoe just above the steel protection causing an injury to the foot. The victim was assisted to the ship’s hospital where ﬁrst aid was administered. Released from his duties for precautionary reasons, the victim visited a hospital at the ﬁrst opportunity. No fracture was found by X-ray and no infection or skin necrosis was observed. He returned to full duties shortly after.

Lessons learned

• A pressure washer is like a loaded gun – see also earlier Mars Reports (201921 and 202337), which also highlight injuries due to this equipment. The water forces generated can cause severe injury when in contact with a person’s body.

• If a pressure washer is on, always hold the lance with both hands to have full control. Never point the lance at yourself or others.

• Proper PPE will help reduce the severity of an injury, but is not infallible.

Limited experience + limited communication = bad consequense: Mars 202431

As edited from SHK (Sweden) report 2023:11e

A ferry was in port loading cars and trucks. Communication between the drivers and the crew members during loading took place visually through hand signals and via

hearing with whistles. The crew who were loading wore yellow high-visibility clothing equipped with reﬂectors, and the deck apprentice, who was not participating in loading, wore an orange vest that was marked “Cadet”.

One semi-trailer truck had already been parked in lane C and another one was being directed to reverse in the same lane by crew member B, parking in front of the ﬁrst truck. As this was happening, crew member A stepped in front of the ﬁrst parked truck to retrieve an electrical cable. He then realised the second truck was reversing towards him, and tried to escape his precarious position, but was trapped.

The reversing truck driver felt resistance and stopped the truck. The previously parked truck driver saw the impending accident unfold so he quickly reversed. Crew member A was slightly crushed, but due to the quick actions of both truck drivers was spared serious injuries. Once the ambulance arrived, the victim was examined and then taken to hospital for further investigations and observation for three days.

Investigation ﬁndings

Safety mitigation measures had been implemented following an earlier company risk assessment related to accidents while loading. These included wearing reflective overalls, yellow reflective gloves and using a whistle as a stop signal. Other measures documented were that the person directing traffic was to stand where they are visible

Location of the crew member, the cadet and the two trucks.

to the driver and not directly behind reversing vehicles.

Among other things, the investigation found that crew member A had not conducted loading towards the aft ramp in lane C before. Neither of the crew members on duty had previously been responsible for reversing vehicles. As it was, they were tasked with duties with which they did not have previous experience, but were expected to perform safely nonetheless.

Lessons learned

• While wearing high visibility PPE is certainly a needed precaution for crew loading a ferry, this precaution does not solve everything. Good judgement and common sense are also needed.

• Good communication is a key component of safety. In this case, the crew member directing the truck was not in contact with the victim.

• The victim’s actions are an example of single-minded attention to one task; he wanted to retrieve the electrical cable. But, without ﬁrst examining his environment, he walked into a dangerous situation. Always keep your situational awareness sharp!

• A preferred practice is to mix an experienced crew with a less experienced crew member in order to reduce the chances of inexperience causing a negative outcome.

New eyes see potential slip zone: Mars 202432

On a tanker during a Safety Observation Round, it was found that there was no anti-slip paint applied to give safe access to the emergency shower station. Wet decks are notoriously slippery. Also, if an emergency shower station is needed, it is probably an emergency and victims will most

likely not be paying attention to the condition of the deck.

Lessons learned

• Here, once again, is a good example of examining your ship with new eyes. We often become blind to hazards in plain sight, because they have been in plain sight for so long.

• Good practice dictates all deck pathways are covered in non-slip coatings.

Unexpected fog throws bridge team into disarray: Mars 202433

As edited from Taiib (Latvia) report 2-2018

A loaded cargo vessel was outbound under pilotage in daylight and moderate visibility. A tug was in attendance, but was released once the vessel was past the port breakwaters. About seven minutes after the tug had departed, visibility unexpectedly reduced to about 200 metres. The vessel was at a speed of six knots, and over the next two minutes, the pilot gave helm orders to make a 44-degree port turn out to sea (see diagram above).

The vessel turned further to port than desired. Once the pilot realised this, he gave starboard helm orders, but it was too late. The vessel grounded outside the buoyed channel about four minutes after the ﬁrst port helm order was given. Attempts to use the ship’s power to return to the channel were fruitless and salvage tugs were needed.

Investigation ﬁndings

The investigation found, among other things, that the vessel lacked a complete voyage plan to exit the harbour (that is, courses, safety distances, clearing bearings, rate of turn, and so on) and that the pilot was navigating primarily by visual means. When the visibility unexpectedly reduced, the bridge team were at a disadvantage. No one on the bridge was in control of the progress of the 44-degree port turn by electronic means such as ECDIS or radar.

Lessons learned

• A shared plan is a safer plan. In this case, the plan was in the pilot’s head, much as we saw in Mars 202153.

• Even with a pilot on board, a master should ensure courses are put on the chart or ECDIS and ofﬁcers of the watch (OOWs) are closely following the progress of the vessel.

• Visual navigation in fog is a recipe for an accident.

• When in doubt, slow down if possible. In this case, the vessel was at six knots, which is not that fast – except they didn’t have good situational awareness. At 4 knots, they would have had ﬁfty per cent more time to evaluate.

Mars Reports are also published online, www.swzmaritime.nl.

Before and after anti-slip paint being applied.

Track of the vessel before grounding.

Heatmaster actief om de scheepvaart groener te maken

THE ART OF HEAT SYSTEM DESIGN

Heatmaster is gespecialiseerd in het ontwerpen, produceren en leveren van verwarmingssystemen voor in de scheepvaart. Sinds 2003 zijn wij actief en inmiddels hebben we onze naam stevig gevestigd in binnen- en buitenland. Met kantoren in Nederland, China en Rusland en een actief agentennetwerk hebben we contacten en lokale mensen over de hele wereld.

tegenwoordig graag willen reduceren, zoals fijnstof, CO2 en zwavel. Onze branders die LNG als brandstof gebruiken, worden daarom steeds vaker verkozen boven de stookolie branders. Met LNG als brandstof is er geen zwaveluitstoot meer en ook de fijnstof is geminimaliseerd. De CO2 laat een grote reductie zien.

Met de klimaatdoelen in het achterhoofd is ook Heatmaster actief om de scheepvaart groener te maken. In onze systemen maken we gebruik van de restwarmte van uw andere systemen aan boord; u kunt bijvoorbeeld denken aan de warmte in de uitlaatgassen van uw motoren en generatoren en de warmte van de koelwatersystemen.

Omdat deze systemen niet altijd warmte in zich dragen, is er ook een andere warmtebron nodig. Van oudsher is dit een gestookte ketel op diesel of stookolie. Deze brandstoffen zorgen echter voor de uitstoot die we

In de haven Als alternatief kunnen we ook elektrische verwarming bieden voor in de haven, voor als het schip op walstroom wordt aangesloten. Voor in de haven hebben we nog een mooi systeem in ons programma, waarmee brandstof en dus uitstoot wordt bespaard, namelijk de opslag van warmte voor het sanitair watersysteem. We hebben een systeem ontworpen dat ervoor zorgt dat de sanitair watervoorziening geen warmte of elektrische heaters meer nodig heeft in de haven. Hierdoor wordt dus weer brandstof bespaard en minder CO2 uitgestoten.

Neem contact met ons op en dan vertellen we er u graag meer over!

Heatmaster BV

Heatmaster BV Grotenoord 1, 3341 LT Hendrik Ido Ambacht

Grotenoord 1, 3341 LT Hendrik Ido Ambacht

T: +31 (0) 78 68 234 04

E: info@heatmaster.nl

I: www.heatmaster.nl

KNVTS MAAKT GENOMINEERDEN SHIP OF THE YEAR BEKEND

De KNVTS Jury heeft weer fantastisch werk geleverd en drie genomineerden geselecteerd voor de Ship of the Year Award. Dit jaar dingen mee naar deze maritieme hoofdprijs: waterinjectie-dredger Rijn van Kooiman Marine Group en Van Oord, het zeiljacht Sarissa II van Royal Huisman en de emissievrije veerboot Gorinchem XII van Holland Shipyards Group. In ons Maritime Awards-nummer van oktober zullen we deze schepen uitgebreid beschrijven. Het KNVTS-bestuur is trots dat het alweer de 25ste keer wordt dat het Ship of the Year wordt verkozen. De winnaar wordt bekendgemaakt tijdens het Maritime Awards Gala op 4 november, samen met de winnaars van de andere prijzen. Op 26 september zullen de genomineerden zich presenteren tijdens een KNVTS-event in Rotterdam.

Overige activiteiten

De tweede helft van 2024 biedt overigens nog tal van andere boeiende lezingen en bedrijfsbezoeken: zo gaan we op 18 september op bezoek bij Koole Contractors voor een presentatie over de berging van de OS-35 bij Gibraltar, op 24 oktober zijn alle KNVTS-leden welkom bij MARIN voor een rondleiding door het gloednieuwe Sevens Oceans Simulator Centre, zijn we

In 2023 werd de Canopée van Neptune Shipyards op het Maritime Awards Gala verkozen tot Ship of the Year (foto SWZ|Maritime/G.J. de Boer).

ook dit jaar weer aanwezig met een interessante SuperYacht Session op de METSTRADE in november en staan er zowel in Noord als in Zeeland vele pakkende onderwerpen op stapel. Hou de KNVTS-website in de gaten voor meer informatie over al deze evenementen: www.knvts.nl.

Geen Student Awards dit jaar

Het KNVTS Bestuur betreurt het overigens

VACATURE: ALGEMEEN SECRETARIS KNVTS

Als algemeen secretaris ben je het dagelijkse “gezicht” van de vereniging. Het is een zeer zelfstandige en brede rol die naast ﬁnancieel-administratieve verantwoordelijkheid ook veel organisatietalent en communicatief vermogen vraagt. Als steunpilaar van het hoofdbestuur, bestaand uit vrijwilligers uit het technisch-maritieme cluster, zal je tal van projecten coördineren, zorgen voor een goede afstemming en

organisatie van de verenigingsactiviteiten en de social-media-uitingen bewaken. Taken: administreren, coördineren en organiseren van verenigingsactiviteiten.

• Projecten: prijsuitreikingen, lezingen, social media, ﬁnancieel-administratief.

• Belangrijkste vereisten: organisatietalent, nauwkeurigheid en enthousiasme.

• Locatie: Rotterdam.

dat we door omstandigheden dit jaar niet in staat zullen zijn om de Maritime Student Awards uit te reiken aan de beste afstudeerders in het maritieme onderwijs. Vorig jaar was er een mooi evenement georganiseerd bij NHL Stenden in Leeuwarden en we zullen naar de toekomst deze prijzen in ere houden, maar met het ontbreken van een algemeen secretaris is het onmogelijk gebleken alles in goede banen te leiden.

• Arbeidsvoorwaarden: ﬂexibel in te delen, 24 tot 32 uur per week. Dertig vakantiedagen per jaar bij fulltime inzet. Goed salaris, pensioen, reiskosten, etc. Vanzelfsprekend krijg je jouw “gereedschapskist” (laptop, etc.).

Wil je meer weten? Neem dan contact op met Eric Schiphorst: +31(0)6-13351354 of solliciteer direct: eric@vanstorm.nl

SWZ|Maritime is onder meer het periodiek van de Koninklijke Nederlandse Vereniging van Technici op Scheepvaartgebied, opgericht in 1898. SWZ|Maritime verschijnt elfmaal per jaar. Het lidmaatschap van de KNVTS bedraagt € 110,00 per jaar, voor juniorleden € 55,00 per jaar, beide inclusief dit periodiek. Een digitaal lidmaatschap (alleen voor studenten) kost € 20,00 per jaar. Het geeft u de vooraankondigingen van de maandelijkse lezingen, te houden op vier verschillende plaatsen in Nederland en korting op verschillende activiteiten. U kunt zich opgeven als lid bij de algemeen secretaris van de KNVTS, Zeemansstraat 13, 3016 CN Rotterdam, e-mail: secretariaat@knvts.nl of via het aanmeldingsformulier op de website: www.knvts.nl.

Electronics

Bachmann electronic

Vendelier 65-69

3905 PD Veenendaal

Tel: +31 (0)85 2100550

E-mail: r.epskamp@bachmann.info www.bachmann.info

Contact: Ronald Epskamp

At Bachmann, our mission is to bring together a wide range of partners, customers, product managers and application support engineers to share individual strengths, ideas, solutions and technologies. Our goal is to learn from ship owners and translate their vision into tangible automation solutions. We strive to facilitate industry-wide collaboration, which will enable system integrators and equipment manufacturers to focus on their unique, high quality, fully tested solutions with minimum development and commissioning time.

Experts & Surveyors

Doldrums B.V.

Marine & Technical Surveyors

Waalstraat 26 3087 BP Rotterdam

Tel. +31-(0)10-4299590

Fax +31-(0)10-4296686

E-mail: ofﬁce@doldrumsbv.nl www.doldrumsbv.nl

Custom naval engineering solutions

S ALTWATER

Custom nava l engineering solutions

Saltwater Engineering

Buitendijks 33 3356 LX Papendrecht

The Netherlands

T +31(0)78–205 15 00

E-mail: info@saltwater.nl www.saltwater.nl

Agile. Competent. Transparent. Reliable. Saltwater Engineering is your partner in naval engineering solutions.

We provide tailor-made solutions for the naval and offshore industry. Our highly skilled and experienced team of engineers offers a broad range of services involving vessel design, mobilization & transport engineering, on-site service and engineering support. A proven track record shows that we are competent and can handle any navel engineering request. Together we will ﬁnd the best solution for your challenge.

Ship supplies

WINEL

Dr. A.F. Philipsweg 55, 9403AD

PO Box 70, 9400 AB

Assen, The Netherlands

T: +31 (0)592 366 060

E-mail: info@winel.nl www.winel.nl

Safety at Sea Level

Since 1956 Winel has specialized in manufacturing a wide range of products for the commercial shipbuilding and yacht building industry, including:

- Ship doors & hatches

- Tank vent check valves

- Access equipment

- Boarding ladder

- Custom-engineered solutions

Based in Assen, with workshops in Blokzijl and Haiphong, we are a unique partner, housing engineering, production, assembly and testing all under one roof. With our skilled staff, we strive to uphold our company’s key principles: quality without compromise, reliability and customized solutions to ensure your safety at sea.

Maritime training

Nova College Scheepvaart

The Maritime Academy of Nova College is based in IJmuiden and Harlingen. Established over a century ago, it is one of the oldest and most experienced maritime training institutes in the Netherlands. All locations are geared to their specialism, preparing people for all modern functions at sea and on shore.

Internationally certiﬁed

A wide range of training and education programmes are available, for professionals in the maritime industry both nautical and technical in the merchant navy, ﬁshery and inland navigation. Operators of locks and bridges are also trained and the Academy participates in various consultancy and research assignments. Contract education by the Academy is internationally certiﬁed.

www.novacollege.nl/scheepvaart +31(0)23 530 2900 scheepvaart@novacollege.nl

Steel iron foundry

Allard-Europe NV

Veedijk 51

B-2300 Turnhout

E-mail: info@allard-europe.com www.allard-europe.com

Shiprepair and maintenance

Stout Pijpleidingen en Technische Installaties

Rivierdijk 641a

3371EE Hardinxveld-Giessendam

Tel. + 31 184 615022

Email: info@stout-pijpleidingen.com www.stout-pijpleidingen.com

Since 1979, Stout has been manufacturing and installing highly qualified customized piping systems for shipbuilding and industry. In addition to a team of professionals, we have advanced machines for cutting, bending, and welding pipework in our workshop of more than 4,000 m². Stout is your ISO and VCA** certified partner for production and installation of all custom build piping systems for dredging, ballast water treatment, HVAC, oil, fuel, cooling water, freshwater, firefighting, sewage

EDR Antwerp Shipyard Industrieweg 11, quay 403, 2030 Antwerp – Belgium

T: +32 3 253 27 52

E: info@edr-antwerp.eu www.edr-antwerp.eu

Commercial questions: philippe. trouillard@edr-antwerp.eu

EDR Antwerp Shipyard, new commercial name of Engine Deck Repair nv – your full service shipyard at the heart of Europe. Providing ﬂexible one-stop shop solutions for vessel maintenance, repair and conversion. Installation of ballast water treatment systems, scrubbers, propeller retroﬁt, reefer upgrades and many more. Other departments:

• Technical Supplies: sale and purchase of critical spare parts 27/4, supply of original spares or other high-quality solutions, cane load tests, supply of engine parts, insulation services and supplies, etc.

• Spare Part Distribution: logistic activities to transport, pack and store your spare parts and vessel equipment. We transport with our own specialized ﬂeet of trucks and we have in-house custom declared warehousing up to 16.000 m²

• Inland: dedicated department creating a one stop shop for all requirements Captain/Owners and managers of inland vessels may have, including specialized docking rated

Naval architects

DEKC Maritime

Osloweg 110 9723 BX Groningen

Tel. 050-5753950

E-mail: info@dekc.nl www.dekc-maritime.com

DEKC MARITIME (Design Engineering Knowledge Center) offers concept design, basic design, and detail engineering for new build vessels as well as operational support during the lifetime of a vessel. DEKC assists with modiﬁcations and mobilizations, and provides project-speciﬁc engineering. Our specialists in naval architecture, structural design, mechanical engineering and detail engineering are able to help with every idea or challenge.

Stern tube seals

Technisch Bureau Uittenbogaart Nikkelstraat 7

NL-2984 AM Ridderkerk

P.O. Box 165

NL-2980 AD Ridderkerk

Tel. +31 88 368 00 00

Fax. +31 88 368 00 01

E-mail: info@tbu.nl

Website: www.tbu.nl

Technisch Bureau Uittenbogaart is since 1927 active in the shipping and shipbuilding industry as exclusive agent in the Netherlands, Belgium and Luxembourg for a wide range of A class brands. - SIMPLEX-COMPACT 2000 Seals - Centrax Bulkhead Seals

Heating systems, sales and maintenance

Heatmaster bv

lndustrial & Maritime heating systems

Bedrijvenpark “Grotenoord” Grotenoord 1

3341 LT Hendrik-ido-Ambacht

The Netherlands

Postbus 252

3340 AG Hendrik-Ido-Ambacht

Tel. + 31 78 - 68 23 404

Fax + 31 78 - 68 23 403

Email: info@heatmaster.nl www.heatmaster.nl

Heatmaster, your hottest innovator

Vessel Registration

Hubel Marine B.V.

Karel Doormanweg 5 3115 JD SCHIEDAM

Tel. +31-10 458 7338

A.O.H. +31-65 372 4457

E-mail: registration@hubelmarine.com www.hubelmarine.com

We are the official Flag representative for Panama, Belize. St.Kitts & Nevis, Sierra Leone and Guinea Bissau Ship Registry. Our office is fully empowered to process the registration of your vessel on 24/7 basis and issue the related Flag certificates in our office. Furthermore we issue the Crew Endorsements for your seafarers and perform Flag related Safety & Class Surveys.

Would you like to change ﬂag ? Contact Hubel Marine .. leaders for Vessel registration !

Gearboxes and

couplings

BOONE Engineering • Technical Solutions • Trading

L.J. Costerstraat 9, 3261 LH OudBeijerland

P.O. Box 1572, 3260 BB Oud-Beijerland

The Netherlands

T + 31 (0)186-618300

E info@boonebv.nl

I www.boonebv.nl

Boone, established in 1974, is a worldwide partner in engineering, technical solutions and trading within the maritime, industry and infrastructure sector. Through the years we developed as a specialist and became partner in production, repair and support in drives for the offshore, dredging and maritime sector.

Boone is distributor for:

• Kumera gearboxes

• Stromag high elastic couplings

• Jaure gear couplings

• Gosan sheaves

• Rhenania gearboxes

• Etron barrel couplings

• Sibre brakes and couplings

• Pneumaﬂex/Spiroﬂex couplings

As independent specialist we serviced brands as Keller, Jahnel Kestermann, Flender, Lohmann & Stolterfoht, Stork, Renk, Reintjes, Masson and ZF. We also provide service for thrusters of several brands as: Rolls Royce, Berg, Wärtsilä, Aquamaster and more.

For all your maritime affairs

Bureau Veritas Marine Nederland B.V. Gebouw “Willemswerf” Boompjes 40 3011 XB Rotterdam Postbus 1046

3000 BA Rotterdam

Tel. 010 2822666

E-mail: nld_rtd@nl.bureauveritas.com

Manoeuvring systems, propeller shafts and seals

SEAGOING MANOEUVRING

MARITIME TECHNOLOGY

Machinefabriek De Waal Biesboschhaven Noord 4 4251 NL Werkendam

The Netherlands Tel. +31 (0)183 501811 Email: info@dewaalbv.nl www.dewaalbv.nl

DNV

Zwolseweg 1 2994 LB Barendrecht Tel. 010-2922817

E-mail: rotterdammarketing@dnv.com www.dnv.com

DNV is the world’s leading classiﬁcation society and a recognized advisor for the maritime industry. We enhance safety, quality, energy efﬁciency and environmental performance of the global shipping industry – across all vessel types and offshore structures.

The core business of De Waal mechanical engineering plant and shipping engineering, is: designing and manufacturing Stuwa rudders, steering engines, propeller shaft systems and seals for sea and inland shipping, the ﬁshing industry and the yacht-building industry. The trained technicians have an extensive knowledge of steering machines and propulsion systems. De Waal is a family-owned business, since 1938.

MultiSure B.V. Contactpersoon: J.L. Niemeijer Tosca 18 2926 PK Krimpen aan den IJssel Tel. 0180 552727 www.multisure.nl E-mail: info@multisure.nl

MultiSure is specialised in insuring ship’s crew. We help you to be prepared for unexpected situations you do not want to think about.

Would you like to have your company added to our Search pages?

Please contact our account manager Bert Veninga, by phone +31 (0)6 51 586 888 or e-mail bert@veninga.net, for more information.

KOOIMAN MARINE GROUP | LINDTSEDIJK 84 | 3336LE ZWIJNDRECHT | (T) +31 (0)78 61 00 477 CUSTOMER

Dit 11x per jaar verschijnende vakblad SWZ|Maritime wordt uitgegeven door de Stichting Schip en Werf de Zee (SWZ), waarin participeren de Koninklijke Nederlandse Vereniging van Technici op Scheepvaartgebied (KNVTS) en de Stichting de Zee. SWZ|Maritime is het verenigingsblad van de KNVTS. Via participatie in Stichting de Zee van de vakbond van zeevarenden Nautilus International en de Nederlandse Vereniging van Kapiteins ter Koopvaardij (NVKK) hebben ook leden van deze organisaties een abonnement op SWZ|Maritime.

De Stichting SWZ is de eigenaar en uitgever van de titels Schip & Werf de Zee en SWZ|Maritime. Het bestuur van SWZ wordt gevormd door de participanten in SWZ (KNVTS en Stichting de Zee), die elk vier bestuursleden benoemen uit de doelgroepen van de lezers. Het bestuur bestaat uit de volgende personen:

Namens de KNVTS:

Dr. Ir. W. Veldhuyzen (KNVTS), voorzitter Ing. P. Mast (KNVTS), penningmeester Ing. R. de Graaf (NMT), secretaris

Dr. Ir. M. Th. van Hees (MARIN)

Namens de Stichting de Zee: W.T. Bos (NVKK)

H. Walthie (Nautilus NL)

De Stichting SWZ wordt bijgestaan door een Adviesraad waarvan deel uitmaken: mevr. Dr.Ir. A.C. Habben-Jansen, Prof.Ir. J.J. Hopman, Ir. A.H.

Hubregtse, Ir. P.J. Keuning, Ir. A. Kik, Dr.Ir. H.J. Koelman, mevr. Ir. K. van der Meij, Drs. M. van Rijsinge, mevr. E. Stroo-Moredo, Ir. P.F. van Terwisga, Ing. H.A.B. Veraart, Ir. K. Visser, Ir. A.M. van Wijngaarden, Dr.Ir. P.R. Wellens

Abonnementen

Voor niet leden aangesloten organisaties: Nederland € 179,00*, buitenland € 260,00, dit is inclusief: 11x SWZ|Maritime, de SWZ Newsletter en toegang tot de digitale editie van SWZ|Maritime en het digitale archief. * Deze prijs is excl. 9% BTW en € 3,95 administratiekosten.

Abonnementen worden tot wederopzegging aangegaan. Beëindiging van het abonnement kan schriftelijk, per e-mail of telefonisch geschieden, uiterlijk 3 maanden voor het einde van de abonnementsperiode; nadien vindt automatisch verlenging plaats.

Voor wijzigingen (in adres of opzeggingen) betreffende lidmaatschap van KNVTS: telefoon: 010 - 241 00 94, e-mail: secretariaat@knvts.nl

Voor wijzigingen (in adres of opzeggingen) betreffende het lidmaatschap van leden van Nautilus International: telefoon: 010 - 477 11 88, e-mail: infonl@nautilusint.org.

Voor wijzigingen (in adres of opzeggingen) betreffende het lidmaatschap van leden van de

NVKK en overige abonnementen: e-mail: klantenservice@mybusinessmedia.nl.

Voor klachten over de bezorging kan contact opgenomen worden met Mybusinessmedia: e-mail: klantenservice@mybusinessmedia.nl.

Digitale bladversie

SWZ|Maritime

Abonnees kunnen de digitale online bladerversie lezen op swzmaritime.nl/swz-archive/ met de daarvoor bestemde exclusieve inloggegevens. Voor vragen hierover neemt u contact op met de klantenservice van Mybusinessmedia: klantenservice@mybusinessmedia.nl.

Uitgeefpartner

SWZ|Maritime wordt uitgegeven in samenwerking met uitgeefpartner Mybusinessmedia, Boreelplein 70, 7411 CG Deventer, telefoon: 0570 - 504 300, e-mail: klantenservice@mybusinessmedia.nl.

Advertentie-exploitatie

Mybusinessmedia, Bert Veninga, accountmanager, telefoon: 06 - 515 86 888, e-mail: bert@veninga.net. Alle advertentiecontracten worden afgesloten conform de Regelen voor het Advertentiewezen gedeponeerd bij de rechtbanken in Nederland.

Adres administratie KNVTS, Stichting SWZ en redactie SWZ|Maritime Zeemansstraat 13, 3016 CN Rotterdam, telefoon

KNVTS (abonnementen en lidmaatschap): 010 - 241 00 94, secretariaat@knvts.nl. Redactie (uitsluitend redactionele aangelegenheden): telefoon: 010 - 241 74 35, e-mail: swz.rotterdam@knvts.nl, website: www.swzmaritime.nl.

Redactie: G.J. de Boer, Ir. H. Boonstra, Ir. A. de Bruijn, M. van Dijk, mevr. Ing. A. Gerritsen, Ir. J. Huisman, Ir. J.H. de Jong, Ir. W. de Jong, Capt. H. Roorda, E. Verbeek, B. Lenferink (SG William Froude)

Aan SWZ|Maritime werken regelmatig mee: R. Costa, B. Kuipers, H. Heynen, H.S. Klos, mevr. E. Prato, H.Chr. de Wilde

Hoofdredacteur: A.A. Oosting

Eindredactie: mevr. M.R. Buitendijk-Pijl, MA

Vormgeving: Bureau OMA, Doetinchem, www.bureauoma.nl

Druk: Printman, www.printman.nl

Hoewel de informatie, gepubliceerd in deze uitgave, zorgvuldig is uitgezocht en waar mogelijk is gecontroleerd, sluiten uitgever, redactie en auteurs uitdrukkelijk iedere aansprakelijkheid uit voor eventuele onjuistheid en/of onvolledigheid van de verstrekte gegevens. Reprorecht: overname van artikelen is alleen toegestaan na toestemming van de uitgever. ISSN 1876 - 0236

Hall B2.EG - booth 314 from 3 to 6 September in Hamburg - Germany

Meet us and see how we unfold the future, impacting both your business and the health of our planet. Committed to sustainability and decarbonization, our naval architects deliver comprehensive ship design engineering, modiﬁcations and conversions, project outﬁtting, and onsite support. Our expertise lies in the o shore wind, passenger vessels, and dredging sectors.

We look forward to meeting you at the SMM in Hamburg. Visit our booth in hall A3 at stand 210.

SWZ Maritime 7 - 2024

Build of Germany's largest warship on track

SMM 2024: AI, young talent and decarbonisation

Contents

Germany, a good client for Dutch shipbuilding

On board Van Oord's heavy-lift vessel Svanen

SolarDuck and RWE install ﬂoating solar pilot off Dutch coast

Olaf Waals and Hannes Bogaert new directors at MARIN

GLOBAL NEWS

The chief stays on shore?

Crew abandonments

Containers lost must be reported

More active shipyards

Surge in ports' electrical power

GERMAN SHIPBUILDING SECTOR OPTIMISTIC, BUT VULNERABLE

VSM summer party

MARKETS

Climate-neutral ships

Rescuing Meyer Werft

Ukraine war

Foreign inﬂuence

Freie Marktwirtschaft

BUILD OF GERMANY'S LARGEST WARSHIP ON TRACK

NAVY

Much work in Germany

Way of working

RUBRIEK NAVY

Highest spectrum

Designed to win

Expertise and competences

SMM 2024: AI, YOUNG TALENT AND DECARBONISATION

RUBRIEK SMM

transformation

Digital Route and Maritime Future Summit

RUBRIEK SMM

ABOUT SMM

Award: AI for the Oceans

Maritime Career Market, Job Route and Job Fair

Trained specialists are the bottleneck

The importance of women

RUBRIEK SMM

Trends in naval shipbuilding

SMM 2024 LARGER AND MORE INTERNATIONAL THAN EVER

Dutch maritime industry well represented

Damen Group

RUBRIEK SMM

FN Diving

RUBRIEK SMM

DUTCH PARTICIPANTS AT SMM

NIM

RUBRIEK SMM

Discom

Kwant Controls

RUBRIEK SMM

Lankhorst Ropes

Radio Holland

Kranendonk welding robots

RUBRIEK

Sandﬁrden Technics

Lagersmit Sealing Solutions

ROYAL BODEWES BUILDS TWO MINIBULKERS FOR HAMBURG

SHIPBUILDING

Long-term charter

Brörd completes ﬂeet in 2024

Gerrit de Boer

A RECIPE FOR SHORT-SEA SUCCESS

Damen's CombiFreighter 3850

SHIP IN DETAIL

COMBIFREIGHTER 3850

SHIP IN DETAIL

Improved CombiFreighters 3850

Combi Freighter 3850

SHIP IN DETAIL

COMBICOASTER 2750 STANDARD

SHIP IN DETAIL

COMBI FREIGHTER 5000 HIGH CUBE

SHIP IN DETAIL

UNDERSTANDING PARAMETRIC ROLLING OF CONTAINER SHIPS

Roll damping

Parametric excitation