1990 edition 2

Marine & Offshore Technology
S
C
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57STE JAARGANG NR 2
I
P
m
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FEBRUARI 1990
Rotterdam
ATLAS MAXI
SLUDGE AND WASTE INCINERATORS
For Marine and Off-shore Installations
Meet the Marpol regulations in an easy way!
Install a Maxi Incinerator - and forget about sludge tank - and solid waste storage capacity.
Compact U nit Design
Advanced Com bustion
Technique
• All pumps included
• Control panel included
• Flue gas ejector eliminating
necessity of flue gas fan
• Forced air cooling of shell
• Large solid waste combustion
chamber
• Easy installation
• Long flue gas retention time
(0.5 -1 .0 sec.)
• High combustion temperature
(850-1100'C.)
• Clean flue gases
• Low flue gas temperature
(250'C.)
• Low ash content
Fully Autom atic Operation
O ptional Extras
• Designed for UMS
• Optimized fuel economy
• Automatic shut-down
functions
• Simultaneous combustion of
solid waste and sludge
• Sludge tank with mill pump
• Sluice for continuous feeding
of solid waste (100L bags)
• Heat recovery system
A tla s M axi
25 S
A tla s M axi
2 5 SL
A tlas M axi
50 S
A tla s M axi
50 SL
A tlas M axi
150 S
A tla s M axi
150 SL
Combustion capacity kW/h
115
115
375
375
930
930
Combustion capacity Kcal/h
100.000
100.000
320.000
320.000
800.000
800.000
Max combustion of solid waste - kg/h
30
30
100
100
250
250
Max combustion of sludge oil
(Max 60% water) - L/h
-
20
-
50
-
120
1340
1340
1890
2440
1845
2080
0 260
600x600
3000
1890
2440
2000
2080
0 260
600x600
3200
2565
3195
1925
2215
0 300
600x600
4300
2565
3195
2110
2215
) 300
600x600
4500
T y p e o f In cin e ra to r
Dimensions/mm
Length (L)
Length (L1), with sluice
Width (W)
Height (H)
Diameter of chimney
Charging door opening
Weight: kg appr.
-
1280
2220
0 200
900x500
2200
—
1280
2220
0 200
900x500
2300
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Venteville B.V., Annastraat 2,
P.O. Box 4226, 3006 AE Rotterdam
Telefoon: 010-4140411*
Telefax: 010-4114470, Telex 23750
Bank ABN: 50.40.31.333
Postbank: 686496
venteville bv
Charging Door
Combustion Chamber
Afterburning Chamber
Ash Cleaning Door
Auxiliary Burner
Air Blower
Ejector
Thermocouples
Sludge Burner
Sight Glasses
Damper
Double Wall for Air Cooling
Combustion Air Inlets
Oil Pump
Sludge and Waste Oil Inlet
Sludge Tank
Mill and Circulation Pump
Heater
Compressed Air (only for Sluice and Sludge Burner)
Sludge Dosing Pump
M arine & O ffsh o re T echnology 'Schip
en W e r f is het officiële orgaan van de N e­
derlandse Vereniging van Technici op
Scheepvaartgebied, H et Maritiem Research
Instituut Nederland MARIN, De Vereniging
Nederlandse Scheepsbouw Industrie VNSI
en de Afdeling Maritieme Techniek van het
K lvL
Marine & Offshore Technology
Verschijnt maandelijks
S
Redactie
C
H
I
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e
n
W
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F
Dr. ir. P. van Oossanen,
Dr. ir. K. J. Saurwalt, Ing, C. Dam en
J. M. Veltman
Redactie-assistentie:
W hen the largest port in the w orld celebrates it ’s 650th anniversary then
Mevr. S. van Driel-Naudé.
it surely calls for a m a ritim e jo u rn a l w ith i t ’s roots in the same port to
Redactie-adres
m a rk the occasion. Therefore, this special issue ofS chip & W e rfis
Mathenesserlaan 185
3014 H A Rotterdam
telefoon 0 10-4 3 6 1042
fax 010-4364980
dedicated to this celebration.
This num ber contains articles which provide historical insight on
developments on ship building, shipping and ships related to Rotterdam -
V o o r abonnem enten
en losse num m ers
in other words the past, the present but also the future are discussed.
Uitgevers W y t & Zonen b.v.
Pieter de Hoochweg 111
3024 BG Rotterdam
Postbus 268, 3000 A G Rotterdam
telefoon 0 10-4762566*
telefax 010-4762315
telex 21403
postgiro 58458
Interesting are the articles about m a ritim e industries and trades
tra ditio n ally associated w ith Rotterdam and an im portant contributing
factor to its growth.
We w ould like to thank the authorities who were so kind as to w rite an
introduction for this special issue ofS chip & W e r f and also give a word o f
appreciation to the publisher.
A d v e rte n tie s
Geldend advertentietarief
I januari 1990.
BURO JET BV
Postbus 1890, 2280 D W Rijswijk.
Telefoon 070-3990000*
Fax. 070-3902488
W ith this edition we pay our respects to the city o f Rotterdam : it has
been the hom e base o f the Netherlands Society o f M a rin e Technologists
since 189 8 and Schip & W e r f has been published in Rotterdam since it
was started in 1934.
A b o n n em e nten 1990
Because o f the special character o f this issue we w ould like to point out
Jaarabonnement
ƒ 82,25
buiten Nederland
ƒ 131,—
losse nummers
ƒ
8,75
(alle prijzen incl. BTW )
Bij correspondentie inzake abonnementen
s.v.p. het 8-cijferige abonnementsnummer
vermelden. (Zie adresdrager.)
th a t the opinions expressed by the guest authors are th e ir own and do not
V o rm g e vin g en d ru k
D rukkerij W yt & Zonen b.v.
necessarily reflect those o f the editors or the publisher.
The editor
V7
^HOfN/vak
ISSN 0036 - 6099
Inhoud
Strong involvement
55
The Netherland’s shipbuilding industry 108
Shell Tankers B.V.
136
Cooperative e ffo rt required
56
Courage and vision
57
Electronic controls fo r the thrusters
on the swops vessel ’seillean’
112
Rotterdam 650 years
57
From Vuyk shipyards to Vuyk
engineering
Van Ommeren: Already actively
involved in Rotterdam's Maritime
history fo r 150 years
139
114
From bo tto m ry to ship's mortgages
146
Ships to our ow n formula
117
A piece o f history
148
Smit International heading fo r the
future
122
INA: Electronics in shipping and
traffic monitoring
151
RDM
124
O ld experience w ith new facilities
153
Verolm e Botlek, past, present and
future
Ships that pass in the night
154
126
News
156
Vlaardingen O ost Shiprepair
130
Verenigings Nieuws
156
Litarature
159
Introduction
Kivi, Rotterdam and the technology
Shipping and shipbuilding in
Rotterdam throughout the centuries
Rotterdam-Main p o rt o f W estern
Europe
DSS Rotterdam
Shipbuilding and the trade unions
The development in ship design
from w o rld war II to the present
SenW 57STE IA A R G A N G N R 2
58
61
63
71
82
92
W ilton-Fijenoord: A unique combi­
nation w ith a glorious history
95
132
53
HOLEC KH^DOOHMfp^CC
Aandrijfsystemen
en
voedingsystemen
voor
Offshore en
Specialty - ships
Holec H Ridderkerk
Holec Machines & Apparaten b.v.
Postbus 4050
2980 GB Ridderkerk
tel.: 074 - 465 465
fax.: 074 - 465 444
A54
STRONG INVOLVEMENT
By Drs. R. den Dunnen,
Alderman o f Port and Economic Development
As alderm an o f Port and Economic A ffairs o f Rotterdam, it is gra tifyin g to note the
strong involvem ent fe lt by the Netherlands Society o f M a rin e Technologists w ith the
6 5 0 th anniversary o f our city. This is convincingly dem onstrated by the fact th a t the
m agazine for m a ritim e technology 'Schip en W e r f has devoted this m onth to a special
issue centered around the them e o f 6 50 years o f developments in the broad fie ld o f
shipping and shipbuilding.
Developm ents o f the past 6 5 0 years... the editors have em barked on w hat is certainly
an am bitious, but no easy task. W hen I consider the changes in and around the port o f
R otterdam o f the past 15 or 2 0 years, these alone would be sufficient to p ll a num ber
o f im posing volumes. The readers o f this m agazine are ju s t as aware o f this as I am;
shipbuilding in the Rotterdam region has declined strongly and the social and economic
im p a ct o f this on the area has been so drastic th a t the traces w ill rem ain visible fo r a
long time.
The changed appearance o f the cargo - the containers, u n it loads, new bulk packages
- has also had far-reaching consequences. N o t only in the field o f shipping (there was
no such thing as a container ship a few decades ago), but also as regards the nature
and am ount o f em ploym ent in and around the port o f Rotterdam.
W hen I look a t the past eight years, the period in which, as alderm an, I have been
strongly involved w ith the developments in the port, these years alone w ould supply
enough m ate ria l fo r a good-sized special them e issue.
The editors do not only w ant to look back on the past 6 5 0 years, but also devote a tte n ­
tion to the present and to future developments in this issue o f'S c h ip en W e rf. I am
certain th a t this w ill com bine to form an issue o f exceptional interest, and one which I
feel no hesitation in recom m ending to the reader.
SenW 57STE IA A R G A N G N R 2
55
COOPERATIVE EFFORT REQUIRED
By Prof, Ir. S. Hengst, President Netherlands Society o f Marine Technologists
P ort, shipping and shipbuilding go hand-inhand in R otterdam . The Netherlands Soci­
e ty o f Marine Technologists (N VTS), w ith
this issue o f ’Schip and W e r f has joined the
ranks o f those sending th e ir best wishes to
R otterdam and congratulations on its
650th anniversary.
The NVTS is an association w ith many con­
trib u to rs and members w h o are active and
employed in, around and near the p o rt and
w ho are hence d ire ctly affected by the ups
and downs o f the greatest p o rt in the
w o rld.
This issue o f ’Schip en W e r f reflects this
involvement. The reader w ill find, in addi­
tio n to a num ber o f articles on companies
active in the field o f shipping, shipbuilding
and shiprepairs in R otterdam , a num ber o f
contributio ns describing the technological
developm ents o f the past decades. Ship
types and designs alte r in tim e, but have
been subject to enorm ous changes espe­
cially since the second w o rld war. A
num ber o f innovations w e re achieved
thanks to Dutch, and especially R o tte r­
dam-based, companies.
T h e p ast 100 years
T hroug hout the past 100 years, R o tte r­
dam has played an im p o rta n t role in the
flourishing g ro w th o f shipping and ship­
building in the Netherlands.
Vision and determ ination - Pieter Caland’s
N e w W aterw ay was com pleted in 1868
but was only opened fo r use fo urteen
years later, in 1882 - gave free and open
access to the sea, and allow ed ir. G. J. de
Jongh, d ire c to r o f the Stadstimmerhuis, to
develop concepts fo r the developm ent o f
an international p o rt, which w e re then
realized. Visions which w e re n o t always
shared by the merchants and bankers o f
Rotterdam , and w hich w e re regularly in
danger o f failure due to a lack o f funds. The
opening o f the N e w W a te rw a y and the
transition fro m sailing ships to steamers
gave entrepreneurs like B art W ilto n o p ­
portunities to initiate the developm ent o f
shipbuilding and shiprepairs in this p o rt.
The above mentioned characteristics also
played a part in the preservation o f the
shipbuilding and shipping industry during
the depression o f the thirties. A n example
is the construction o f the ’N ie u w A m s te r­
dam ’ by the Rotterdamsche D ro o g d o k
Maatschappij fo r the Holland Am erica
Line. The RDM w o rke d to g e th e r w ith a
num ber o f yards including W ilto n -F ije noord, Piet Smit and the KMS and com ­
panies such as W erksp o o r. O n Sunday 20
March 1938, the N ieuw e Rotterdamsche
C ourant w ro te in th e ir m orning edition
56
under the heading ’Several economical
considerations’ among o th e r things, the
follow ing:
'Possibly th e re was never a ship that, even
before the plans became definite, stirred
so many pens in to m ovem ent, so many
tongues in to speech. D utch shipping was in
the grips o f a fierce depression, the D utch
business w o rld was in dire straits, the
yards, o u r shipyards, w here the song o f the
electric hammers testified to the hard
w o rk carried o u t along o u r rive r, had fallen
silent o r w ere occupied only w ith m in o r
repair w o rk , w hen the idea o f building a
sister ship fo r the Statendam was con­
ceived... W e can only state th a t the gov­
ernm ent and all w h o made offers to stim u­
late the stricken industrial w orld... by
awarding this o rd e r to the jo in tly o p e ra t­
ing D utch shipyards, have, up to the p re ­
sent, had no cause to re g re t that offer. It as
as if w ith this o rd e r, th a t tim es have been
turned around.’
A fte r summing up th e production o f the
shipyards during the boom years and the
years o f the depression, the relationship
trade-shipping-shipbuilding, the revival, in
w hich th e author states th a t 'em ploym ent
is the m ost d ifficu lt problem confronting
the national, provincial and municipal gov­
ernm ents’, an a tte m p t is made to draw up
an inventory o f b oth the measurable and
unmeasurable aspects. And this is w here
the position o f the p o rt o f R otterdam
especially plays a role. The disappearance
o f the passenger services fro m R otterdam
to the Am erican east coast w o u ld (accord­
ing to the calculations o f H enri Reuchlin)
’have meant a loss o f Dfl. 1,375,000 to the
public purse. This disaster has now been
averted. And w ith it, a disaster fo r the
prestige o f Rotterdam , a disaster, to o , fo r
the to u ris t industry (!), tradespeople e tc .’
notes the N R C contentedly.
The preservation o f knowledge, capacity
and prestige undoubtedly c o n trib u te d to
the realization o f another re cord produc­
tio n o f the D utch shipping and shipbuilding
w o rld 20 years later: the construction o f
the 'R otterdam ', also by RDM.
A n involuntary comparison betw een the
th irtie s and the present situation is ines­
capable: unem ploym ent, sharpening com ­
p e titio n in shipping and the shipbuilding in­
dustry, political changes have once again
made th e ir appearance. The m a rke t e x ­
pectations are looking up.
A fte r a period o f decline in shipbuilding,
the prospects fo r the fu tu re seem reason­
able. The knowledge and infrastructure
are still intact in the Netherlands. B ut n o t
only can this be applied to benefit fro m the
revival o f the traditional m aritim e markets,
new developm ents have emerged as well.
M ore than ever w ill it be necessary fo r
R otterdam to be able to o ffe r com petitive,
energy-saving and environm entally safe
methods o f good transportation on w ater.
The N etherlands can o ffe r b oth expertise
and a w ide range o f possibilities in the area
o f transit and distribution.
The com bination sea navigation-inland
navigation-rail-road-air must be op ­
tim ized, a process in which R otterdam can
occupy a key position w ith the accumu­
lated experience it has at its disposal. R ot­
terdam should use the available (m aritim e)
know ledge and capacity to develop long­
te rm plans fo r the fo llo w in g century in the
field o f air, sea and inland shipping ports
and the accompanying infrastructure, to
enable the Netherlands to retain and rein­
force th e ir position as key transit and dis­
trib u tio n country.
It can only be hoped th a t this vision w ill
be shared in governm ent circles in The
Hague, as it seems that, once again, a
cooperative e ffo rt w ill be required.
SenW 57STE jA A R G A N G NR 2
COURAGE AND VISION
By W. R. van de Kerkhof, Director ofW yt & Zonen, Publishers
It is w ith some hesitation th a t we, the pub­
lishers o f ’Schip en W e r f , have decided to
comply w ith the request o f the e d ito rs to
add a co n trib u tio n to this special edition
com m em orating the 650th anniversary o f
the p o rt o f R otterdam . A journal which
this year has gone into its 57th year. As
already mentioned: w ith a certain hesitan­
cy, since 57 years is little m ore than a blink
o f an eye when set against 650. The fact,
however, that ’Schip en W e r f, th ro u g h o u t
the years o f its existence, has always suc­
ceeded in providing first-ra te technical in­
form ation and, m oreover, has its home
p o rt in Rotterdam , has given us the co u r­
age to accept the request.
Technical inform ation on shipbuilding and
shipping. Areas which are probably m ore
sensitive to economic conditions than any
o th e r industrial branch, and which are fre ­
quently considered a yardstick fo r the
economic situation o f the w o rld . An
economic barom eter w hich registered,
during the firs t year o f its appearance, the
w o rs t depression the w o rld had ever seen.
A t that tim e, a sixth part o f the to ta l w o rld
m erchant fle e t was laid up. That neverthe­
less a new journal was launched was a tes­
tim o n y to the courage and vision o f its
founders.
A com plim ent, to o , fo r the N.V.T.S., w ho
have continuously been successful in a t­
tracting an e x p e rt ed ito ria l staff fo r its o ffi­
cial publication. So th a t ’Schip en W e r f has
indeed become the magazine envisioned
by the e d ito r in chief when the firs t issue
was introduced on January I I 1934: 'N o t a
te x t bo o k in disguise published in parts,
but a practical magazine containing clear,
readable articles on im p o rta n t subjects,
new constructions o r n o te w o rth y points
o f interest to keep readers up to date on
technological developments, in so far as
these are related to shipping o r ship con­
stru c tio n .’ This form ula has been consis­
te n tly adhered to , an approach w hich has
found response, as evidenced by the read­
ership o f ’Schip en W e r f, which is far m ore
extensive than the members o f the associ­
ation.
A nd fo r this reason, we w ould like to con­
clude w ith the final w ords o f the e d ito r in
chief in the in tro d u ctio n to th e firs t issue:
'May "Schip en W e r f ' continue on a course
which is prosperous, beneficial and useful,
as w ell as a steady one’. That this wish may
also be fulfilled fo r the p o rt o f R otterdam
goes w ith o u t saying.
ROTTERDAM 650 YEARS
By Dr. Ir. M. W. C. Oosterveld, Director MARIN
terdam owes its developm ent in to the
largest p o rt o f the w o rld to its location on
the w aterw ays which gave the great in­
dustrial areas o f Europe access to the sea.
The p o rt o f R otterdam has always strongly
stimulated the D utch m aritim e sector,
w hich has led, among o th e r things, to
w o rld w id e recognition o f the exceptional
level and pioneering nature o f m aritim e re ­
search in the Netherlands.
The Netherlands is as described by many a
country o f polders, dikes and canals. O v e r
half o f D utch te r rito ry was reclaimed fro m
the sea o r lies below sea level and is p ro ­
tected by dikes. This natural affinity w ith
the sea has prom o ted the developm ent o f
a long and rich tra d itio n o f shipbuilding and
shipping. The shipping industry included
the transportation o f goods on D utch in­
land w aters as w ell as betw een coastal har­
bours and across the sea o f the w o rld . R o t­
SenW 57STE jA A R G A N G N R 2
The foundations fo r naval architectural re ­
search w e re laid by W illiam Froude, an En­
glish marine engineer w h o developed a
m ethod which made it possible to scale up
im p o rta n t derived design c rite ria fo r ships
to full-size, based on the results fro m m od­
el studies. This was essential because at the
tim e the transition was being made fro m
sail ships to mechanically-propelled vessels
and fro m w o o d to steel ships, the k n o w ­
h ow in ship design was lacking. The firs t
shipbuilding testing station was founded by
Froude in 1870, in Torquay, England. The
N etherlands fo llow ed suit in 1873, when,
using a section o f the Navy D ock in the
R ijksw erf in Am sterdam , facilities w ere
b u ilt fo r testing ship models. This became
the second shipbuilding testing station in
the w o rld . The initiative fo r the construc­
tio n o f this testing station was taken by D r.
B. J. Tideman, then head engineer o f the
Royal Navy.
A fte r the firs t testing station in the
N etherlands had become outdated, the
governm ent and fo u r large shipowning
companies to o k steps to launch the con­
stru ctio n o f a new testing station. This led
to the foundation o f the Netherlands Ship­
building Testing Station in Wageningen,
the name o f which, after the m erger w ith
the N etherlands M aritim e Institute in R o t­
terdam , was changed to the M aritim e Re­
search Institute o f the N etherlands
(M A R IN ).
Originally, th e research perform ed by the
57
M A R IN was targeted at optim ising the
vessel shape and the p ro p e llo r in stationary
w a te r o f unlim ited extent. Later, o th e r as­
pects stated to play a role in ship design,
such as the behavior o f the ship at sea, man­
ageability, the influence o f re stricte d wa­
te r and p ro pellor cavitation. The offshore
industry, the production o f o il and gas at
see, also started to demand the atte n tio n
o f the research institutes. Many o f the re ­
search commissions came fro m R otterdam
shipyards o f shipowners.
N e w research areas em erged because the
operational aspects o f ship and offshore
constructions and problem s concerning
waterways and p o rt design increasingly
made the need fo r m ore scientific research
clear. It is especially due to these develop­
ments th a t the M A R IN has been able to
p e rform so many services fo r the p o rt o f
R otterdam .
T here are many aspects w hich come into
play regarding ship manouvering in po rts
and w aterw ays, and the ship features
enabling this to be carried out. W ith res­
pect to th e sailing characteristics o f ships,
determ ining the inherent manouvering
characteristics is the firs t step. These
characteristics are fixed as soon as a ship
has been built and are subsequently hard to
change. In ships which have been taken into
operation, a distinction can be made be­
tw een the ship itself and the ship in relation
to po rts and waterways. In the case o f the
ship itself, questions arise such as: w hat
navigation instrum ents are required on
board, w hat are the requirem ents to be
m et by the nautical equipm ent regarding
the operation thereof, w h a t are the conse­
quences o f cre w rationalization fo r the
tasks on board, is reduction sensible and
under w hat conditions?
The interaction betw een sh ip -p o rt deals
w ith m atters such as: th e dimensioning o f
ports and waterways, b oth horizontally
and vertically, determ ining the conditions
under w hich operations should be halted in
a p o rt, traffic divergence systems and tra f­
fic m onitoring in w hatever form .
In providing the services m entioned, an im ­
p o rta n t role is played by numeric simula­
tio n models o f the man-ship-system, man­
ouvering sim ulators and traffic service
simulators.
The firs t real-tim e sim ulator w ith a 360°
o u te r image was taken in to use by the M A ­
RIN at the beginning o f the seventies.
O riginally, the research perform ed w ith
the use o f this sim ulator was strongly
orie n te d tow ards the problem s o f navigat­
ing e xtre m e ly large ships at sea and in the
approach routes to ports. Extensive use
was made, fo r the firs t tim e o f m anouver­
ing simulators in the original design o f the
entrance channels to R otterdam . Later,
the manouvers in the harbours themselves
w e re added, such as swinging around,
m ooring and unm ooring assisted by tug
boats, navigating an prim arily visual in fo r­
mation such as in Australian ports, calling at
buoys and storage tanken in offshore,
navigating Canals, such as the Suez and the
Panama Canal, manouvering w ith ferries,
passing bridges w ith vessels sensitive to
wind and the navigation o f barges.
In addition to research applications,
simulators are becoming increasingly im ­
p o rta n t tools used in training personnel.
The sim ulator is used especially fo r training
experienced persons, such as ship masters,
mates and pilots. There is no denying that
the intensive use which the R otterdam
p o rt and sea pilots in particular have made
o f the sim ulators has been an im p o rta n t
fa cto r in the safe and fast management o f
shipping traffic. It was also gratifying to
note the recent decision o f the M A R IN
and the W L to join forces and combine
th e ir activities in the sim ulator field. This
com bination could lead to the construc­
tio n o f an advanced type o f manouvering
sim ulator fo r w hich th e re is a great need in
the Netherlands. The combined k n o w ­
ledge o f both institutes in the area o f p o rt
and w aterw ay research is a garantee that
the leading position held by the N e th e r­
lands in this field w ill be preserved, w hich is
all to the good fo r D utch ports! A t the
same tim e, M A R IN and W L have also
looked around fo r o th e r possible coopera­
tio n partners in the N etherlands (Educa­
tion, Municipal P o rt Mangagement in R ot­
terdam , M inistry o f Defense) in o rd e r to
set up an optim um ’sim ulator infrastruc­
tu re ’ and task demarcation.
Many kinds o f tra n p o rta tio n streams meet
in ports. T o im prove the safety and effi­
ciency o f the shipping traffic related to
these transportation streams, a shore sup­
p o rt system using radar was introduced in
the fifties. This support has gro w n into a
traffic m o n ito rin g system know n as the
Vessel T raffic Services (VTS). The VTS sys­
tems in the Netherlands are in the process
o f being m odernized and the new VTS sys­
tems in R otterdam and on the W esterschelde w ill be equipped w ith highly
sophisticated radar equipment. In 1985,
the M A R IN was commissioned by the D i­
re cto ra te General o f Shipping and
M aritim e Affairs to develop and build a
training sim ulator fo r the traffic service.
This sim ulator is at the M A R IN in
Wageningen and has been used intensively
fo r th re e years.
The M A R IN strives to ensure th a t the re­
quired knowledge, expertise and research
facilities w ill continue to be available in the
future. Establishing good cooperative ties
w ith im p o rta n t users o f research results,
which certainly includes the p o rt o f R ot­
terdam , is vital. Many sophisticated p ro ­
jects have been carried out, such as ad­
vanced training programs and the previ­
ously mentioned research involving the
Eurogeul, the research on 'Restricted
D raught’ tankers etc., to m ention but a
few, yet all have c o n trib u ted to the cu r­
re n t level o f knowledge at the M A R IN and
o th e r institutes.
The M A R IN w ould like to wish the p o rt of
R otterdam the very best fo r the future,
and hopes to continue to be able to c o n tri­
bute to its thriving developm ent.
INTRODUCTION
By W.J. Ter Hart
Chairman o f the Netherlands' Shipbuilding Industry Association (VNSI)
A lthough deminished in im portance, the
R otterdam harbour is still a m ajor centre
o f shipbuilding and shiprepairing in N o rth 58
W e st Europe. The R otterdam area, when
defined as stretching o u t fro m The H o o k
o f Holland to G orinchem , also remains the
main centre o f the D utch shipbuilding and
shiprepairing industry.
In this area about th re e quarters o f the
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shiprepairing tu rn o v e r is realized, w hilst
about half o f the newbuilding o f sea going
vessels is taking place here.
A fte r a num ber o f years o f reductions and
yard closures, the general situation in the
N etherlands’ shipbuilding and shiprepair­
ing industry has im proved considerably.
This general statem ent also applies fo r the
many yards in the R otterdam area, w here
the d iffe re nt companies are w o rkin g hard
to stimulate the continuation o f the p re ­
sent recovery.
In this process the existing good rela tio n ­
ship w ith the R otterdam Municipality A u ­
th o ritie s and w ith the H arbour A u ­
th o ritie s is o f great im portance, in a city
w hich is rapidly and successfully developing
itself, its harbour and infrastructure and is
pushing fu rth e r ahead to make itself ready
fo r the challenges o f the nineties.
In the fo llo w ing paragraphs a sh o rt review
is given o f the d iffe re n t sections o f the
Netherlands' shipbuilding industry as a
w hole; in the co n trib u tio n o f mr. G. de
Vries Lentsch the R otterdam yards are
fu rth e r investigated.
N e w b u ild in g o f seagoing ships
The present o rd e rb o o k o f the average
newbuilding yard gives it full occupation
until the last m o n th ’s o f 1990 o r first
m o n th ’s o f 19 9 1.
This situation arised as a result o f the o rderwave o f the past 12 months. This suc­
cess was the com bined result o f the
im proved shipbuilding subsidy scheme, the
im proved m arket, the effective D utch
shipow ner’s investm ent prem ium system
but also the high com petitiveness o f the
D utch yards.
The figures o f the o rd e r intake o ve r the
past 5 years are as follows:
to lo w e r the aid ceilings o f the 6th EEC
D ire ctive only w ith 6 percent points resp.
w ith 2 percent points to 20% resp. 14% is
to the view o f the D utch shipbuilders very
disappointing, a fu rth e r dip w ould have
been justified.
As a result o f this decision the shipbuilders
and shiprepairers despite th e ir m ost com ­
p etitive cost price level, w ill again have to
ask fo r a subsidy scheme w hich w ill put
them in a comparable co m p etitive position
w ith th e ir surrounding rivals.
R e p a irin g o f seagoing vessels
m ent prem ium fo r D utch shipowners
(IPZ).
Looking at the developm ent o f m anpow er
capacity in the N etherlands o f yards build­
ing seagoing vessels during the past 5
years, a reduction o ve r this period o f 54%
can be registered, but a stabilizing tenden­
cy can be noted fro m 1987 onwards.
Table 2. N u m b e r o f people em ployed in
shipbuilding o f seagoing vessels at 3 1/ 12
1984
7.600
1985
6.400
1986
5.400
1987
3.600
1988
3.500
The situation per end 1989 is estimated at
about the same level.
This strategical m inim um shipyard capacity
w hich survived has proved to be one o f the
fitte s t in Europe and in the w o rld , coping
Table I . T otal o rd e r intake o f sea going vessels > 100 gt
year
tonnage
in C G T
e x p o rtshare
value
in mln Dfl
exportshare
1984
1985
1986
1987
1988
1989
288.525
337.245
121.600
178.800
324.420
358.170
33%
34%
29%
28%
29%
50%
1.250
1.284
547
674
1.344
1.313
32%
38%
39%
25%
26%
60%
As in 1988 the to ta l deliveries amounted
to 16 4 .0 17 C G T , the o rd e rb o o k per end
1988 g re w to 453.786 C G T ; the situation
per end 1989 was even higher: 581.769
C G T, in money term s 2.245 mln D fl.
It is rem arkable how much the e x p o rt
share has increased in 1989; this m ight be
the com bined e ffect o f the im proved in te r­
national m arket and the reduced invest60
w ith the disadvantage o f having to find
profitable w o rk in a to ta lly d isto rte d m ar­
k e t in which the subsidy-war is raging.
The present possibilities o f the D utch
yards to continue contracting orders are
lim ited because o f the fact th a t the yards
are awaiting additional funds fo r the ship­
building subsidy system.
The decision o f the European Commission
The yards active in this m arket have e x ­
perienced 1988 as a difficult year, far less
troublesom e ho w e ver than the almost disasterous year 1987, in which a reduction in
m anpow er o f 30% was recorded.
In the course o f 1988 still a fu rth e r reduc­
tion was realised, now o f about 15% in
m anpow er and 10% in tu rn over.
For 1989 how ever, an upturn is expected
o f no less than 12% in tu rn o v e r w hile the
w o rk fo rc e remained stationary. This last
phenomenon resulted in an increase in the
sub-contracting o f the e x tra w o rk ob ­
tained.
The developm ent o f the aggregated tu rn ­
o v e r and w o rk fo rc e em ployed at the yards
in this category, presently 12, was as
shown in table 3.
Several tim es the D utch shiprepairers
asked th e ir G overnm ent fo r subsidies fo r
im p o rta n t shipconversion projects, as is al­
low ed under the EEC D ire ctive and is
granted fo r instance in the Fed. Rep. o f
Germany.
Up to n o w the D utch G o vernm ent simply
refused to comply w ith this request fo r
reasons o f principle (no extension the sub­
sidy system), fo r reasons o f restructuring,
as w ell as fo r budgettary reasons.
The shiprepaires decided n o t to persist
under the present system b u t to loo k fo r
new concepts and new m arkets outside
the d ire c t shiprepair field.
A t present the 12 yards are using th e im ­
proved shiprepair m a rke t to stabilize th e ir
capacities and to prepare fo r a closer co ­
operation betw een themselves. This
should enable them to b e tte r cope w ith
the problem s o f a reduced capacity and the
continued fluctuations w hich have always
characterized the shiprepair market.
They also jo in tly seek solutions fo r the
g ro w in g national and international con­
cern fo r environm ental problems, result­
ing in new o r m ore severely maintained
laws and regulations, seriously threatening
the operations o f th e repair industry in
various aspects.
B u ild in g and re p a irin g o f s m a lle r
vessels
These are o fte n smaller yards which build
and repair small seagoing vessels, harbour
SenW 57STE jA A R G A N G NR 2
R o tte rd a m
1990
Table 3. T u rn o ve r and to ta l w o rk fo rc e in repair o f seagoing vessels
year
tu rn o v e r
in mln Dfl
e x p o rtshare
w o rk fo rc e
1984
1985
1986
1987
1988
1989
530
646
652
395
350
(400)
66%
75%
65%
66%
70%
—
4.400
4.020
3.890
2.700
2.300
(2.375) (estimations)
Table 4. O rd e rs received fo r smalller ships ( < 100 gt), outside the Lloyd’s statistics
year
1984
1985
1986
1987
1988
1989
to ta l number
o f ships
I4 I
280
222
145
155
(109)
tugs and o th e r service cra ft as w ell as in­
land w aterw ay vessels.
The general situation in this category o f
mainly non-subsidized yards is d ifficult but
still reasonably well, although the lack o f
subsidies in markets d isto rte d by the in te r­
national subsidy w ar is n o t w ith o u t conse-
value
in mln D fl
e x p o rtshare (value)
344
376
230
170
155
(210)
49%
69%
49%
44%
73%
37%
quences. Looking at the o rd e r intake o ve r
the past 5 years o f ships n o t falling in the
definitions o f th e international statistics,
also here considerable loss o f business can
be noted, (table 4)
The smaller yards specialized in cargo-ves-
sels fo r inland navigation experienced
fierce c o m p e titio n fro m the C om econ
countries like Poland and Yougoslavie
some dozens o f hulls fo r several types
w e re ordered fo r D utch account.
F urtherm ore the EEC Regulation aiming at
a structural reduction o f capacity o f the
European inland fleet w ill have its sh o rt
te rm negative effect o f the newbuilding
m a rke t fo r such inland w aterw ay vessels.
The 'old fo r ne w ’ system w ill be a m ajor
factor aimed a t stopping the entrance o f
new tonnage to the fleet; old tonnage o f a
corresponding volum e w ill have to be
scrapped o r a penalty equal to the scrap­
ping prem ium w ill have to be paid. The
shipbuilders are in favour o f this regulation,
b u t in the short te rm it w ill create a very
d ifficu lt m arket fo r the builders, but p ro b ­
ably some possibilities fo r the repairers.
Possibly the im provem ent o f the interna­
tional shipping and shipbuilding m arket w ill
create some m ore room fo r these smaller
yards, w hich have been affected by the e x­
p lo ra tio n o f th e ir ow n m arket by the big­
ger yards, resulting in a smaller w orkload
and a dow nw ard pressure on prices.
C on clusion
The overall picture o f the D utch Shipbuild­
ing Industry in all its diffe re nt sectors is
th a t o f a battered fortress which has suf­
fered many losses, but the s p irit w ith in its
walls is full o f hope and determ ination to
survive and prosper again.
KIVI, ROTTERDAM AND THE
TECHNOLOGY
By Ir. A. P. A. Jaeger, Chairman Klvl-MARTEC
W ith pleasure I have accepted th e invita­
tio n o f the e d ito rs o f 'Marine & O ffshore
Technology - Schip en W e r f, to w rite an
in tro d u c tio n on behalf o f K lvl-M arTec to
com m em orate this special issue to the
celebration o f 650 years R otterdam .
As w e are in th e 1990’s I feel free to wish
you and the yours a happy, healthy and suc­
cessful s ta rt o f the last decennium o f the
ce n tu ry o f technology. I do hope th a t o u r
jo in t e ffo rt in th e journal 'Schip en W e r f
may fu rth e r develop to the benefit o f o u r
m em bers and th a t K lvl-M A R TE C w ill soon
cease to be the youngest m em ber o f the
M O T -S & W family.
As fro m January 1989 K lvl-M A R TE C as­
SenW 57STE jA A R G A N G N R 2
sociated itself w ith th e N VTS in o rd e r to
strengthen the N etherlands M aritim e So­
cie ty and to be o f b e tte r service to its
members. W h a t is K lvl-M A R TE C and
w hat can it be fo r you, to R otterdam and
to the w o rld o f the (M a ritim e ) technology
in general? Klvl stands fo r 'K o n in klijk In­
s titu u t van Ingenieurs’ ( ’Royal In stitu tio n o f
Engineers in the N etherlands’) and M AR TEC obviously fo r its 'M A R itim e TEC hnology’ branch. The in s titu tio n has been
founded in 1847 and is based and regis­
te re d in The Hague. Mem bers are
graduates and students o f Netherlands
Technical Universities o r Institutes on an
equal academic level. The to ta l mem ber61
ship o f K lvl is approx 18,000, divided over
about 40 branches.
A lthough K lvl-M A R TE C is small and its
significance marginal fo r R otterdam let
alone fo r the (M aritim e) w o rld in general,
its engineers associated w ith Institutions as
Klvl w ill always, and have indeed in the
past, played an im p ortan t part in the quali­
ty o f life o f R otterdam as a conglom erate
o f trade-, transport-, industry-, service-,
business-, labour- and living com m unity. I
am convinced that we, o u r national pride
R otterdam and our technology are facing
an interesting decade nearing the tu rn o f a
century.
T o say that we are living in a fast changing
w o rld , may be such a platitude, but 1989
proved it and w ith a num ber o f examples in
various fields. In o u r profession, develop­
ments in the electronics, application o f
new construction materials and inform a­
tio n science, are taking place at a s w ift pace
and fundamentally influence o u r way o f life.
Hence Post Graduate Education (P A T O )
( I ) becomes m ore and m ore im p o rta n t fo r
each o f us individually and the same applies
to all companies.
O u r way o f life promises to be affected to
an even greater e x te n t by the present-day
drastic social and political changes. N o t
only is the integration o f W estern Europe
going to govern the last decade o f this cen­
tury, th e opening o f the East Euopean b o r­
ders and the consequences fo r people and
trade as w ell as the social and economical
(re -)co n stru ctio n o f these countries may
w ell be o f much g reater impact. The
N etherlands' and R o tte rd a m ’s hinterland
as w e ll as that o f o th e r countries has
g ro w n considerably. L e t us n o t be laggards
and consequently give the flo o r to o u r
Japanese com petitors.
For a long tim e it has been an axiom that
th e re are no lim its to technological de­
velopments. H ow ever, no w nearly all Jules
V erne’s visions (about 1870) have been
achieved in one way o r another, it is tim e
to sta rt to talk - and K lvl did start - about
the lim its to technology (2, 3,4).
Social and technical developm ents interact
and are often taken o u t o f perspective due
to the lack o f understanding o r m erely o u t
o f fear fo r the unknown. The social
changes we no w observe are achieved by
the people and are obviously partly due to
the technical achievements o f the C o m ­
munication Science. C o n tra ry to w hat
George O rw e ll feared in his book 'N in e ­
teen Eighty-Four’ (Published in 1949)
technical achievements can help people to
become aware o f th e ir situation and give
them the tools and m oral support to free
themselves fro m suppression.
The Club o f Rome’s Lim its to G ro w th ’ (5)
and the B runtlandt co m m itte e re p o rt
about the environm ent are challenges and
n o t dooms.
Technology does n o t set the lim its to man­
kind but mankind sets the lim its to tech­
Mama,
bestaan er
nog echte
panda’s?
nology. Technology is n o t a th re a t to man­
kind and should be tu rned to man's advan­
tage. It is my strong belief that organiza­
tions like Klvl have an im p ortan t role to
fulfill in the discussion regarding technolo­
gy, environm ent and ethics to the benefit
o f th e ir members, R otterdam and the
technical science w h o are inevitably linked
to each o ther. Each o f us should be indi­
vidually aware o f his responsibility and c rit­
ically fo llo w the developm ents in his o r her
field o f w o rk.
R otterdam w ill soon become a ’paperless’
p o rt (6), I w o n d e r when you and I w ill re ­
ceive o u r firs t issue o f M O T -S & W on a
floppy o r via o u r home term inal.
1. PATO, orgaan voor postacademisch onder­
wijs in de technische wetenschappen mede
do or het Klvl opgericht in 19 8 1.
2. Ingenieurskrantnr 21/2 november 1989, 14daagse uitgave van Klvl en NIRIA.
3. De Ingenieur nr 11 (november 1989), maan­
delijks orgaan van het Klvl.
4. Grenzen aan Techniek, ir. A. J, van Griethuysen, STT. Publicatie 49.
STT staat voor Stichting Toekomstbeeld der
Techniek en is op instigatie van het Klvl
opgericht in 1963.
5. 'Limits to G row th', Dennis Meadows c.s.
1972.
6. Ingenieurskrant nr 9/18 mei 1989.
Most above mentioned publications are in the
Dutch language only, I am glad that fo r M O T S&W this becomes a passed station fo r the
technical papers.
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SHIPPING AND SHIPBUILDING
IN ROTTERDAM THROUGHOUT
THE CENTURIES
by H. von Hoek
Anyone interested in Rotterdam’s shipbuilding tradition and the significance o f this to the city will be drawn almost directly to the book 'De
Rotterdamse scheepsbouw in de tijd van de Republiek' by Dr. S. V. van Kampen. This book takes a well-documented look at the birtrh o f the
industry in Rotterdam, an industry which has been preserved throughout the centuries and which, just as during our century, was continually
plagued by recessions, which were the result o f changed circumstances, yet always managed to keep afloat in the face o f all difficulty.
In fact, it is m ore than logical that shipbuild­
ers and ship repair yards should have de­
veloped in R otterdam , as no p o rt can do
w ith o u t. The close relationship existing
b etw een shipping and shipbuilding is the
obvious cause. Shipyards ow e th e ir very
existence to the shipping trade, in this case
to the ship ow ners, w h o vice versa, are de­
pendent on the shipbuilders and the quality
o f the w o rk they deliver. If the shipping
industry is in tro u b le , shipbuilders suffer
along w ith th e shipping companies. O n the
o th e r hand, the shipyards benefit fro m the
good tim es in shipping. The g ro w th o f the
yards is the d ire c t consequence o f the de­
velopm ent in shipping and ports. In turn,
the g ro w th o f the shipping trade keeps
pace w ith the expanding overseas trade.
The firs t shipyards appeared in R otterdam
at a ve ry early date. H ow ever, the exact
date the firs t yard was founded is imposs­
ible to pinpoint. The oldest inspection
book, dating fro m 1412, already contained
regulations w ith which ’shipbuilders’ w ere
to com ply when practising th e ir trade.
By the seventeenth century, business
w hich provided fo r th e needs o f the fishing
industry, inland shipping and the merchant
navy had been established, such as sailmakers, blockmakers, ta r burners and net tan­
neries. This was discussed in Mr. H. C.
H azew inkel’s book ’Geschiedenis van R ot­
te rd a m ’. These w e re small, local busines­
ses, w hich fro m very early tim es provided
jobs fo r a considerable population group
and which, even in the tim e o f the Repub­
lic, em ployed only D utch w orkers. The
econom ic and social aspects o f the industry
— the jobs it provided - became evident at
a ve ry early date. T h roughout th e cen­
turies this has been the significance o f the
shipbuilding industry and shipping trade as
w e ll as th e related industries: food and em ­
ploym ent fo r many thousands o f people.
The m ajority o f shipyards in the seven­
te e n th century fo llo w e d the energetically
carried o u t p o rt expansion activities. By
co nve rting th e city moats in to inner har­
bors, such as Blaak and Nieuwehaven, large
sections o f land became available offering
SenW 57STE IA A R G A N G N R 2
HET \HA\IK\r.LS SCHIP V \ x HOLLANI
I. The "Aemilia', the flagship o f Maarten Harpertsz Tromp at Duinsat I6J9, built by a
Rotterdam shipyard.
favorable locations fo r setting up th e ship­
building operations. The yards gradually
moved fro m , among o th e r locations, the
H o u ttu in , firs t to the Zuidblaak, and later
to the s trip o f land betw een the Scheepmakershaven and the river. The name re ­
veals the trade practised here. The R o tte r­
dam chronicler Van W aerschut w rite s that
there w e re seven shipyards on the Blaak,
which, a fte r 1577, had to make way fo r
o th e r buildings.
Issue o f the new land began in 16 13. It was
solely to be used fo r the construction o f
yards and slipways. W ith in th re e years, all
th e shipw rights at the Blaak and Oudehaven had to close dow n operations and
move to the new site. By 1625, 30 slipways
had been constructed at the Boompjes and
by 1632, the East Indies Company (O IC )
had acquired th e ir o w n shipyard at this lo ­
cation. The A d m ira lty on the Maze had
maintained ashipyard at the east end o f the
Nieuwehaven since the end o f the fif­
teenth century.
S hipwrights w e re generally considered as
’tra d e ’. H ow ever, th e re w e re hardly any
w ho succeeded in making a fo rtu n e in th e ir
business. Jan Hermansz. K elst was an e x ­
ception. In the assessment register o f
1654, he was assessed fo r a p ro p e rty o f
ƒ 50.000. His skills as master shipbuilder
w e re recognized th ro u g h o u t the en tire
country, as w e re those o f his colleague Jan
Salomonsz. Van den Tempel, the ship­
w rig h t o f the A d m ira lty on the Maze and
builder o f T ro m p ’s famous flagship
'Aem ilia', the firs t big warship b uilt accord­
ing to fregate design and the p ro to ty p e o f
the b o tto m s later developed o f this type,
w hich fo r years was know n as the fastest
ship o f the e n tire fleet. Regarding the ships
b u ilt by Van den Tempel, T ro m p testified
that they w e re 'the easiest to sail, and pe r­
form ed the fastest and the best in w arfare’.
This is no mean com plim ent. It shows th a t
very early on, D utch shipw rights had
g ro w n in to highly skilled and succesful
craftsmen.
63
In 1693, there w ere m an/ master ship­
w rig h ts and lum ber merchants w ho
w anted to settle in R otterdam . The city
had already started to gain a certain repu­
ta tio n in the field o f shipbuilding, A re p o rt
on the subject concluded th a t the m ost
suitable location fo r construction o f ship­
yards was the area outside the Schiedamse
P oort, foundations o f which yards w e re
found just before the main entrance to the
Schielandshuis after
R otterdam
was
bom bed in May 1940. A h a rbor could be
dug on a site to the south o f this gate, ac­
cording to the re p o rt, w ith shipyards on
e ith e r side, w hile additional space w ould
be available fo r roperies and lum ber yards,
both vital suppliers to the shipbuilding in­
dustry. The city council declared its agree­
m ent to the plan.
The old Salmgat (Zalmhaven) was widened
and deepened and in 1702 the land along
the ’Salmhaven’ o r ’N ie u w e Buysegat' was
sold t o interested parties fo r the develop­
m ent and construction o f some ten ship­
yards and lum ber yards. This is the reason
w hy eighteenth century shipbuilders
m oved fro m the location at the Boompjes
w estw ard to the so-called ’N ieuw e W e rk ’.
The O IC yard had already been moved to
an area outside the O o s tp o o rt o f the
Buizengat. A ccording to a re p o rt com piled
by the Cham ber o f C om m erce at the time,
before 1795 - apart fro m the establish­
ments o f the O IC and A d m ira lty - there
w e re seven privately-ow ned yards in R o t­
terdam , each o f which delivered five to se­
ven ships per year and in w hich 600 to 700
w o rke rs w e re employed. Clearly, the e x ­
panding shipping and fishing industry main­
tained the demand fo r m o re tonnage at
such a level, that the shipyards w e re p ro ­
vided w ith constant w o rk . In addition to
the yards already m entioned, th e re w e re
fo u r others which built only inland shipping
vessels. There must have been many w h o
made a living in the enorm ous yards in the
Buizengat, and especially on those o f the
A dm iralty. The name " 's Land W e r f ‘ given
to the housing developm ent b u ilt here af­
te r the second w o rld w a r is a re m in d e r o f
the yard which was fo rm e rly established
on this location.
In the th ird q uarter o f the century, ship­
building in the Republic, and th e re fo re also
in R otterdam , had reached the peak o f abil­
ity, w rite s D r. Van Kampen. N o t only in
the sense th a t this developed no fu rth e r,
but also th a t in comparison w ith the coun­
tries abroad (e.g. France and England)
there was even a d e te rio ra tio n , especially
regarding the construction techniques
used in building warships. The achieve­
ments o f th e English shipbuilders o f the
tim e w e re such th a t th e A d m ira lty on the
Maze w ondered w h e th e r it w o u ld n o t be a
good idea to appoint an English shipw right
as 'General D ire c to r o f the State Ship­
64
building industry'. A lth o u g h the A d m ira lty
apparently realized that, com pared w ith
th e English builders, shipbuilding in the
Netherlands had failed to keep up, this
never happened, at least not in Rotterdam .
H o w e ve r, the unceasing complaints fro m
p a rt o f the naval officers finally led the A d ­
m ira lty in Am sterdam to appoint an Eng­
lish master shipbuilder. He, how ever, e x ­
perienced much open as w ell as concealed
opp o sitio n fro m the - understandably envious D utch craftsmen.
The problem o f the shipbuilders in the
N etherlands was the lack o f theoretical
knowledge. A ccording to a N orw egian
shipbuilder, the D utch tended to build
ships on in tu itio n only, says D r. Van Kam­
pen. He adds th a t good ships w e re also
b u ilt in Holland, but because the builders
w e re n o t concerned about the techniques
used, it was n o t always possible fo r them
to determ ine the result o f th e ir w o rk in
advance. They w e re fo rce d to w a it and see
how the ship w ould p e rfo rm at sea. Thus it
was n o t unusual fo r one and the same mas­
te r shipbuilder to deliver an excellent ship
fo llo w e d by one o f p o o r quality.
The B ritish au th o r Simon Schama states in
his b o o k 'P a trio tte n en B evrijders’ that
gradually, the o rie n ta tio n o f the D utch
econom y to w a rd s th e sea started to wane.
A ccording to him, it w ould be absurd and
an exageration to suggest th a t the D utch
w e re no longer a sea-faring people, but
complaints about the declining numbers o f
2. Dutch flight built sometime around 1700
by a Rotterdam shipyard. The model is in the
maritime Museum in Rotterdam.
sailors, fishermen, shipwrights, anchor
smiths, mast builders, sail weavers and
o th e r such w ere heard daily. The decline
was both qualitative and quantitative. The
once so superior D utch shipbuilders — al­
though statements o f D r. Van Kampen cast
doubts on this, to o - w e re now overtaken
and le ft behind by th e ir N o rth e rn Euro­
pean rivals.
Halfway through the eighteenth century,
luitenant-adm iral C o rnelis Schrijver issued
a grave warning to the D utch shipyards on
the dire consequences o f stubbornly cling­
ing to outdated construction methods. As
w e re many o f the lamentations o f the tim e,
his pessimism, according to Schama, was
slightly exagerated. As was the case in
o th e r sectors o f the D utch economy, the
problem was n o t any d e te rio ra tio n in skill
o r in the quality o f the products delivered,
b u t was a result o f the fact th a t others had
k e p t up w ith new developm ents w hile th e
Netherlands had stood still. The stagnating
g ro w th in cargo shipping and in the fishing
industry m eant less w o rk fo r the shipyards.
H ow ever, it was also a period in w hich
many ships w e re lost. Merchant ships w e re
frequently captured by the infamous D un ­
k irk pirates. Many ships w e n t do w n o r
w e re damaged during the sea wars w ith
England o r o th e r countries. Many ships
failed to re tu rn fro m th e M editerranean
area o r fro m the East. These calamities en­
sured a sufficient num ber o f orders fo r the
yards, w hile orders w e re also regularly ac­
quired fro m abroad, especially fro m France
o r Schotland.
Nonetheless, Schama states th a t Holland
may centainly lay no claim to being the
shipyard o f Europe during the eighteenth
century. Even in R otterdam , the num ber
o f yards was halved betw een 1650 and
1750. This ra th e r considerable reduction,
how ever, was a slow and uneven process.
A plus p o in t fo r m erchant shipping was the
developm ent o f cargo trade fro m abroad
under D utch flag. The costs fo r construc­
tio n o f new ships in Holland w e re low , as
was the pay fo r a crew , which was m ore
o ve r small and technically highly skilled.
This com plex o f factors led to th e e x ­
tre m e ly com petitive position o f the D utch
cargo traders com pared to any o th e r
country. In the shipbuilding sector, how ev­
er, th e situation was d ifferent. The wages
paid in this branch tended to be high, w hich
weakened the position o f this branch o f in­
dustry on the m arket. According to a
docum ent fro m one Van d e r Kooy, quoted
in Van Kampen's book, in R otterdam ship­
ping did n o t exist - e xce p t fo r those cap­
tains w h o ow ned the ships they co m ­
manded - as a separate, independent in­
dustry. It was generally no m ore than a
sideline, in the fo rm o f shared shipowning.
Just as merchants w ho, besides in bonds,
also attem pted in this way to achieve a
SenW 57STE jA A R G A N G N R 2
R o tte rd a m
1990
higher p ro fit on th e ir capital. The con­
stru ctio n o f warships was a highly im p o r­
ta n t a ctivity in seventeenth century R o t­
terdam . W h ile the A d m ira lty on the Maze
had its o w n yard, it was n o t able to keep up
w ith demand. This was especially th e case
w henever the fle e t needed to be e x­
panded o r w hen it returned, ravaged by
battle, w ith only a fe w days respite fo r re ­
pairs before going back to sea. Repairing
the fleet, an activity th a t was carried o u t in
Hellevoetsluis, ofte n provided w o rk fo r
the private shipyards, as a result o f which
the w o rk fo r th e ir ow n custom ers tended
to suffer, o r even come to a halt al­
to g e th e r. The O IC , how ever, w ho, during
th e firs t fe w years had had th e ir ships b uilt
by private shipyards, was lost as custom er
w hen th e y bought th e ir o w n shipyard on
th e Boompjes in 1632, which was m ore
than capable o f supplying the tonnage re ­
quired.
D r. Van kampen notes th a t inform ations
on bo th the seventeenth and the eigh­
te e n th century is lacking, which makes it
impossible to com pile an accurate picture
o f the ship building insudtry in Rotterdam .
O n ly general trends can be observed.
T h ro u g h o u t th e en tire century, the
num ber o f shipyards remained the same,
m erely sometimes changing owners. The
w hole tim e th e re w e re three o r fo u r com ­
panies on the Zalmhaven, each o f which
operated tw o o r th re e shipyards. There
w e re, additionally, a num ber o f e n tre -p re neurs in the ship construction business,
w h o each ow ned one shipyard. Finally,
th e re w e re a few m odest businesses along
the R o tte w here small craft fo r inland ship­
ping w e re built. The eighteenth century
was, in general, a period o f peace, which
was disturbed only sporadically by war,
such as th e Seven Years W a r (1 7 5 6 -1763)
and th e Fourth English W a r (17 8 0 -1784).
Peacetime in Holland was generally a signal
to neglect th e fleet. Im provem ents w e re
made in this case during the Fourth English
W a r, when a num ber o f shipyards in R o t­
terdam w e re commissioned to build w a r­
ships. The R otterdam fishing fleet, consist­
ing in 17 5 1 o f around 95 herring boats, was
reduced t o a m ere six vessels a century la­
te r. In addition, orders fro m abroad be­
came scarcer, finally drying up a ltogether
and leaving only the dom estic orders.
Based on this situation, a declining ship­
building industry in R otterdam during the
eighteenth ce ntury w ould be a reasonable
e xpectation. Y e t the ship construction in­
d u stry in R otterdam , w ith th e exception
o f th e firs t ten years, seems to have had no
lack o f orders. A t least no complaints w e re
heard fro m th e shipyards. A study has
m o re o ve r shown th a t th e shipbuilders
w ith a m ortgage on th e ir yard w e re regu­
larly able to redeem this. Trade and ship­
ping in R otterdam remained at the same
SenW 57STE jA A R G A N G N R 2
level fo r a ve ry long tim e, and as did the
p ro d u ctio n level o f new ly constructed
ships.
In the second half o f the eighteenth cen­
tury, how ever, a dow nw ard tre n d became
steadily m ore manifest. The p ro te c tio n is t
measures o f nations abroad began to in­
creasingly make themselves felt. Shipbuild­
e r De R uyter complains that it is difficult
fo r shipbuilders to 'earn th e ir living'. It is
clear th a t this also had an impact on em ­
ploym ent, resulting in an increased
3. The only existing picture o f Gerhard
M o ritz Roentgen, founder and director
( 18 2 3 -1849) o f the Etablissement Fijenoord.
num ber o f p o o r in the city. D e R uyter was
heard to advocate fiancial support fo r the
national shipbuilding industry, a proposal
w hich som ehow seems familiair to us
today.
The situation d e te rio ra te d especially
rapidly during the I7 7 0 ’s. Middle-sized
yards complained about the lack o f repair
w o rk and about the fact th a t new con­
stru ctio n activities had com pletely dried
up. Hence, in th e years leading up to the
Fourth English W ar, the shipbuilding indus­
tr y was on its last legs, and unem ploym ent
was rampant. In 1782, how ever, the con­
s truction o f new ships was booming, a situ­
ation mainly a ttributable to the w a r w ith
England. A fte r th e w ar, activities slackened
somewhat, ye t the shipyards successfully
maintained operations. In N apoleonic
tim es R otterdam boasted seven large, p ri­
vately ow ned shipyards - the same number
as in 1704 - and fo u r smaller yards which
b u ilt inland shipping vessels. D r. Van Kam­
pen also dug up inform atoion on the R ot­
terdam shipbuilding industry as source o f
em ploym ent.
In 18 16, when the industry was limping
along, this branch o f industry was second
only to th e tobacco industry in the num ber
o f w o rk e rs - 225 - it em ployed. D uring
the boom in 1782, w hen approxim ately
400 shipwrights and 300 d o ckw o rke rs and
o th e r w o rk e rs found em ploym ent at the
larger yards, the relative significance o f the
shipbuilding industry at R otterdam was,
very likely, te m p o ra rily greater. The lack
o f details on the shipw rights’ guild make it
impossible, according to D r. Van Kampen,
to determ ine the num ber o f employees
w o rkin g at the Boompjes during the
seventeenth century. Relying on data on
the eighteenth century, and taking in to
consideration the fact that building tech­
niques remained unchanged, as w ell as fact
th a t the num ber o f shipyards was g re a te r
in the m iddle o f the seventeenth century
than in the eighteenth, it may be assumed
th a t approxim ately 1000 people w e re em ­
ployed in this branch o f industry some­
w here around 1650. There w e re probably
around 10 men employed at each o f the
previously mentioned smaller yards, in t o ­
tal th e re fo re 40 men. Nonetheless, it is
safe to conclude that the shipyards w e re
then, and w e re to remain, an im p o rta n t
source o f em ploym ent to the R otterdam
population. Shipping and the shipbuilding
industry un d e rw e n t revolutionary changes
in the nineteenth century. This is the cen­
tu ry o f the industrial revolution, heralded
in 1788 by the invention o f the steam
machine by the Englishman James W a tt
w hich was to lead to a unique develop­
m ent. The firs t steam ship, the 'C le rm o n t'
b u ilt by the Am erican R ob ert Fulton
ushered in the Age o f Steam in shipping.
The developm ent o f steamships in Europe
reaches back to the firs t decade o f the
nineteenth
century.
The
Dutchm an
G erard Roentgen played an im po rta nt p a rt
in the developm ent o f the D utch steam
shipping trade, w hich was especially sig­
nificant fo r R otterdam .
V e ry early, in the 1820’s, Roentgen com ­
piled a memorandum on the application o f
steam -driven machinery fo r the propulsion
o f warships (he was an o ffice r in the navy),
in which he gave an almost p rophetic vision
o f the future. In I8 I6 , King W illiam I sent
him to England to study and make a re p o rt
o f the shipbuilding techniques applied
there. Roentgen b ro u g h t the various tech ­
nical invention em ployed in England to the
notice o f the governm ent, emphasizing
th e ir im portance. He re tu rn e d to England
in 18 18 and again in 18 2 1.
In his chronicle 'Gedenkboek W ilto n -F ije n o o rd ’, Prof. D r. P. j. Bouman w rite s that
in 1953 it w ould appear that the royal sup­
p o rt given to the m odernization o f the
D utch shipbuilding industry had been o f
great significance. In N apoleonic times, the
shipbuilding industry was in a tru ly deplor65
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Rotterdam
1?90
able condition. Skill and know ledge had
been lost. F or this reason, many D utch
shipping companies had th e ir ships built
abroad - w ith a preference fo r England. By
18 2 1, m ore than a th ird o f the D utch m e r­
chant fle e t and 80% o f th e to ta l carrying
capacity o f the ocean-going shipping trade
was foreign built.
The institution o f the Nederlandsche
Handel-Maatschappij (N H M ; Netherlands
T rade Com pany) - an initiative o f King
W ille m I - in 1824, w hich company was
p e rm itte d to charter only D u tch -b u ilt
ships fo r th e ir transport, stimulated the
D utch shipbuilding industry and hence, also
th a t o f R otterdam . As a result, w e find, as
early as this, a political governm ental p o li­
cy, aimed at supporting the national ship­
building industry, and th e re fo re a t pre­
serving a source o f em ploym ent and in­
come. In fact, a situation very close to that
o f th e present, only taking a diffe re n t ap­
proach.
O f th e tw o pioneers in the steamship trade
and construction o f steamships and ship
machinery - Roentgen in R otterdam and
Van Vlissingen in Am sterdam - Roentgen
was, according to Bouman, technically the
m o re highly gifted. A lm o st fro m the start,
he maintained, w ith the know ledge and ap­
proval o f King W illiam , ties w ith a group o f
w ealthy entrepreneurs, w h o founded the
Nederlandsche S to o m b o o t Maatschappij
(N S M ) in N ovem be r o f 1823. Roentgen,
one o f the co-founders, acted as equip­
m ent and machinery d ire c to r. Prof. Bou/ if
5. Facsimile o f a page from a memorandum
from Roentgen, dated September 25 1824,
recommending the founding o f a machinery
factory.
SenW 57STE jA A R G A N G N R 2
4. A steamboat on the Maas in Rotterdam in 1825, from a drawing by D. Moens in the
Municipal Archives.
man stresses the fact th a t the minutes
show how much tro u b le these pioneers o f
the D utch steamship industry w e n t to in
o rd e r to p ro m o te acceptance o f the new
invention, an uphill and frequently un­
thankful task w hich entailed many risks and
offered fe w op p o rtu n itie s fo r profits. The
NSM started operations in the summer o f
1824 w ith only one ship and A n tw e rp as its
destination. In the fall o f th a t same year, a
second ship was com pleted. It was also de­
cided to fo llo w a suggestion put fo rw a rd
by Roentgen, namely to build another
steam boat which w ould regularly sail be­
tw een Am sterdam and Hamburg, o r be­
tw een R otterdam and London. Repair
w o rk was carried o u t by the NSM in a
w orkshop on the Boompjes in R otterdam .
W h ile the plans fo r this seaship w e re still
being drafted, the num ber o f riv e r steam­
boats operated by the NSM was increased
to four. It was a modest, yet at th e same
tim e imposing, start to the steamship trade
under D utch flag. R otterdam played an im ­
p o rta n t part in this, a part the city ow ed to
Roentgen. The king, w h o held grand plans
fo r m odernizing and adapting the navy to
the new technical developments, con­
sulted w ith Roentgen on w h e th e r o r n o t a
new com plex should be founded fo r ship
and machinery construction. In 1825, a de­
cision in favor o f this became definite, w ith
the result th a t the NSM became respons­
ible fo r a second line o f activities which
very quickly n o t only caught up w ith , but
even o v e rto o k the im portance o f th e car­
rie r operations. Prof. Bouman w rite s in his
bo o k th a t the reason fo r this may, on the
one hand, be a ttrib u te d to the one-sided
technical interests o f Roentgen, but on the
o th e r, because o f the very lim ited o p p o r­
tunities fo r sea-going steamships at that
tim e. Interestly, prof. Bouman also notes
th a t the lagging developm ent o f the steam­
ship trade in the Netherlands form s a clas­
sic example o f the disadvantages o f p ro te c ­
tionism . Everyone had an interest in s triv ­
ing fo r perfection. It must be kept in mind
th a t the Netherlands Trade Company
ceded a p o rtio n o f its m onopolistic profits
to encourage shipowners to give th e ir o r ­
ders to D utch shipyards. M oreover, in so
far as they w e re unable to bear the costs o f
high fre ig h t rates themselves, they w ere
p e rm itte d to submit a statem ent o f expen­
ses to the governm ent. Hence, outdated
sailing ships w e re able to co lle ct freights
w hich w e re 50 to 100% higher than the
level o f th e free international market. A
boon to many shipyards and shipping com ­
panies, but in actual essence this p u t a pre ­
mium on traditional ship construction in
th e Netherlands, giving England the chance
to fu rth e r consolidate th e ir lead in the
steamship trade. It is beyond com prehen­
sion th a t this w e n t unrealized in the
Netherlands.
The NSM, to o , could count on the support
and in te re st o f the governm ent, but n o th ­
ing in comparison to the encouragement
given to the sailing ships. Calculations
show th a t the N H M paid around fo u r m il­
lion guilders in e x tra fre ig h t o ve r and ab­
o u t the level o f the free m arket and subse­
quently, betw een th e period o f 1830 to
1868, no less than eighty m illion by gov­
ernm ent o rd e r. A pparently, the sky was
the lim it. And still, no eyes w ere opened.
A note fro m Prof. Bouman in this c o n te x t
makes it clear that because o f this situa­
tion, the technical effo rts o f Roentgen in
R otterdam , and o f Van Vlissingen in A m ­
sterdam w e re doom ed to remain confined
to experim ents o f which only later genera­
67
tions w ould reap the benefits. P ro te c tio n ­
ist measures, in this case, led the industry
to d ro p behind to such a degree, recovery
could be considered alm ost impossible.
In 1826, the NSM opened negotiations
w ith R otterdam about renting the fo rm e r
quarantine station, the so-called Plague
House, on the island o f Fijenoord on the
Left Bank. The upshot o f these negotia­
tions was th a t the NSM was able to re n t
the site fo r a period o f 20 years. Prepara­
tions began at once. The harbour was
deepened, and partly roofed in, so th a t ship
repairs and paintings w o rk could be car­
ried o u t under cover. A shed was b uilt in
w hich the boiler w o rk s w e re housed,
w hile enough space was left a fte r allowing
fo r the slipways fo r various o th e r w o rk yards. W ith a man like Roentgen, w h o had
acquired an impressive re p u ta tio n in the
field o f shipbuilding and mechanics, to lead
the way, this am bitious p ro je c t fo r esta­
blishing the Etablissement F ijenoord had a
solid foundation, according to Prof. Bouman. It is sad that this company was unable
to p ro fit to a greater degree fro m the
strongly revival o f activities relating to the
construction o f iron steamships and the
machines required fo r these, fo r w hich sig­
nificant orders w e re received a fte r 1825.
The decision to establish the shipyard and
w orkyards was taken at the rig h t m om ent,
yet th e financial means o f the company
proved to be to o lim ited, probably due to
the fact that it had been anticipated th a t
the main activities w ould be repairs instead
6. Etablissement Fijenoord at Rotterdam in
1850.
68
o f the construction o f new ships.
In his bo o k ’Roentgen Biografie’, D r. M. G.
den B oer notes that the cramped financial
s tru ctu re was a mistake w hich had a
paralyzing e ffect on Roentgen’s w o rk rig h t
up to the end o f his career. He, how ever,
was n o t to blame, as the responsibility fo r
this lay w ith his c o -d ire c to r Van V ollenhoven. He, in tu rn , could plead as excuse that
he was acting according to the wishes o f
the m a jo rity o f shareholders. A s h o rt­
sighted policy, says D r. D e Boer. V ery
soon, in 1826, it became clear th a t the b o il­
e r w o rk s w e re to o small. The under­
capitalization and the consequences th e re ­
o f became blindingly apparent. A n
e xtra o rd in a ry general m eeting was con­
vened in o rd e r to review the operating
possibilities o f the company. D ire c to rs and
shareholders subscribed to a loan fo r
ƒ 50 .0 0 0 ,- intended to alleviate the com ­
pany’s w o rs t financial need. M o reover, fo r
the tim e being, the shipyard was to confine
its activities to constructing and repairing
the ships operated by the NSM. It was de­
cided n o t to build tonnage fo r th ird parties
fo r the present. W e have discussed this
phase o f the shipbuilding industry in R o t­
terdam in such detail and w ith the use o f
the available sources because the Etablisse­
ment.
Fijenoord was the pioneering company
responsible fo r opening the way fo r the
emergence o f an e n tire ly new shipbuilding
industry in R otterdam adjusted to the de­
velopm ents o f the times. The name R oent­
gen is indissoluably bound to this.
Besides financial woes, th e re w e re also
several technical experim ents in which
Roentgen's in ve n tivity and unflagging
energy are clearly displayed. A n example is
the principle o f the compound-machine,
which he discovered. T h rough out the
years, how ever, the company continued to
be confronted w ith a w ide range o f difficul­
ties and hardships, in which a dominant
ro le was played by the financial position.
Essentially, the situation o f the NSM was
n o t a b rig h t one, w hich also applied, to a
similar degree, to the national economy.
In 1840, Roentgen put fo rw a rd a plan fo r
increasing the efficiency o f the Rhine ship­
ping trade w ith a view to strengthening
the position o f th e industry in the face o f
the co m p e titio n fro m the railway. This
plan consisted o f constructing iro n lighters
w hich w e re to be pulled by tugs. This
proposal rapidly proved to be extrem ely
practicable and delivered an impulse to the
shipbuilding industry, especially fo r the
smaller shipyards.
A m ajor d ifficulty was the fact th a t during
the firs t half o f the nineteenth century
th e re was no one in o u r co u ntry capable o f
training people to w o rk in the machine in­
dustry. The NSM, how ever, succeeded in
re cru itin g technical personnel fro m Eng­
land able to act as foreman and master. It
w e re these Englishmen w h o w e re re ­
sponsible fo r educating the young genera­
tio n o f machine builders, fo rm ers and boil­
e r makers. A ccording to Prof. Bouman,
t h e ir influence o n th e p ro d u c tio n m e th o d s
o f Etablissement Fijenoord remained visi­
ble until deep in the nineteenth century.
This is also evidenced by the use o f many
technical term s w hich are corrup tio ns o f
original English w ords.
SenW 57STE jA A R G A N G N R 2
R o tte rd a m
1990
It is w o rth noting that Roentgen applied
the new est propulsion technique, the
ship’s p ro p e llo r - invented in 1839 by the
Swedish engineer John Ericsson - only at a
la te r date and w ith o u t making any p rin ci­
ple changes to this. H ow ever, increasingly
heavy demands w e re made on his restless
s p irit. D uring the final years o f his life he
never w e n t to bed w ith o u t setting a table
n e x t to him on which an oil lamp, letters,
paper and pencil stood. He was in the habit
o f taking notes until deep in th e night
w hich he then w orked o u t in m ore detail
the fo llo w in g day.
His exceptionally em otional character
gave him a vulnerability which, in the early
spring o f 1849, led to a mental breakdow n
and at a later date, to a full collapse o f his
m ental pow ers. He was adm itted to the
in stitu tio n ’M eer en Berg’ near Santpoort,
w h e re he died, on O c to b e r 18 1852, at the
age o f only 57. It was Roentgen’s genius
th a t made the shipyard at Fijenoord a great
one, enabling it to , despite all setbacks
c o n fro n tin g it th ro u g h o u t the forties, be­
n e fit fro m the firs t signs o f econom ic re vi­
val in the industry. It is fair to say that
Roentgen was the father o f the R otterdam
shipbuilding industry in the fo rm in which
this em erged a fte r the Industrial Revolu­
tion.
In 1925, the Company 'fo r Ship and
Machine C onstruction ’Fijenoord’, to give
the yard its official name, celebrated its
100th anniversary. A dded luster was given
to this occasion by the appearance o f the
m em orial bo ok and biography ’Leven en
B e d rijf van G erhard M o ritz Roentgen’ as
the fo u n d e r o f this company. The so-called
industrial revolution refe rre d to earlier,
durin g which the mechanization o f indus­
tr y was achieved, to o k place in o u r country
at a far late r date than elsewhere, namely
betw een 18 5 0 -1870. It is indisputable that
Roentgen was a man w ho was far ahead o f
his tim e . The Netherlands, and the D utch
shipbuilding industry, aw oke fro m the
lethargy in to which it had sunk far to o late
fo r a tru e appreciation o f his qualities. A f­
te r Roentgen, it was B art W ilto n w ho, at a
la te r stage in the econom ic expansion,
w hen R otterdam was w ell on the way to
becom ing one o f the m ajor harbors o f the
w o rld , n e x t attracted a tte n tio n w ith the
founding o f W ilto n ’s Machinery factory
and Shipyard in R otterdam , and later in
Schiedam. W ilto n , in his o w n field, th a t o f
repairing ships was every b it as much as
p io n e e r as Roentgen was in his.
D u rin g the depression years in the second
half o f the second decade o f this century,
’F ije n o o rd ’ and ’W ilto n ’ w e re merged in to
th e D o k - en W e rf Maatschappij W ilto n Fijenoord N V, which was established in
Schiedam. The old shipyard ’Fijenoord’
was closed down.
By 19 2 1, the econom ic situation had al­
SenW 57STE jA A R G A N G N R 2
ready taken a tu rn fo r the worse. For the
Fijenoord shipyard, this had led to a IQ%
cut in wages fo r adult employees and a
15% cut fo r those w ho w e re under age.
The labor organizations - n o t as pow erful
then as today - protested against the wage
cuts, and in N o ve m b e r 1922, a strike
broke out, which finally ended during the
firs t half o f January 1923, in a v ic to ry fo r
the employers. In the course o f that same
year, wages tw ic e underw ent cuts o f 6% .
Y e t the m erger w ith W ilto n in 1929 was
n o t a move made fro m desperation, but
was a developm ent which to o k place in a
tim e o f prosperity. The M em orial bo o k ac­
centuates this fact. It was only in 1930 that
th e re was any reason to dou b t that
econom ic conditions w ould be less than
b rig h t in the near future. The financial crisis
o f 1928 in the USA had developed into a
general crisis by 1930. A t the end o f 1930
W ilto n -F ije n o o rd employed half the
number o f employees it had employed the
previous year, according to the Gedenkboek W ilto n -F ije n o o rd , w hen the com bi­
nation celebrated its fiftie th anniversary.
It w ould n o t fit w ith in th e scope o f this
article to examine the emergence o f all
ship and repair yards in R otterdam in de­
tail. H ow ever, one o th e r name should n o t
go w ith o u t mention, namely th a t o f the
Rotterdamsche D ro o g d o k Maatschappij
N.V., founded in 1902, and the builder o f
many fre ig h t ships, navy vessels and w o rld famous liners fo r the H olland-Am erica
Line. From the ve ry beginning, the RDM
occupied an unique position among its
com petitors, according to the memorial
book ’Een halve eeuw D ro o g d o k ’, which
appeared in 1952.
The many small and very small yards in the
R otterdam p o rt area and vicinity have ke p t
pace w ith the developm ents which have
taken place in shipping and in the harbour.
Shipbuilding and shipping are industries
which
are
e xtre m e ly
sensitive
to
econom ic conditions, and, th ro u g h o u t the
centuries, have had th e ir full share o f both
good tim es and bad. This was once again
dem onstrated by the situation a fte r w o rld
w a r tw o . It was clear fro m the s ta rt that
a fte r the w a r th e re w ould be an enorm ous
demand fo r m ore tonnage. D uring the fif­
ties and the sixties, the D utch yards w o rk ­
ed as they never had before. The eighties,
how ever, w e re undeniably catastrophical
years fo r the shipbuilding industry. The re ­
cession and the fact th a t far m ore tonnage
was b u ilt than was needed to replace o u t­
dated vessels and to keep up w ith the
g ro w th in the overseas w o rld trade, re ­
sulted in large-scale reductions in new con­
structions capacity, the like o f which had
h ith e rto been unknown. Nonetheless, the
industry managed to keep afloat - barely w hich meant that fo r a large part, em ploy­
m ent was able to be preserved. Both the
shipping and the shipbuilding industry have
played various roles, in R otterdam
th ro u g h o u t past centuries. That o f p ro vid ­
ing em ploym ent fo r thousands o f people is
certainly n o t the least o f these.
The merchant fleet, w hich was, and fo r
that m a tte r still is operated fro m R o tte r­
dam, had and has an in te re st in a w e llequipped shipyard industry fo r construc­
tio n o f new vessels and carrying o u t re ­
pairs, w hile in addition, o rders fro m
abroad started to play an increasingly grea­
te r role. In this way, an industry has de­
veloped which has gained b oth national and
international fame.
Postwar developments, especially in the
shipbuilding industry, form an entirely dif­
fe re n t story, and are still fresh in the minds
o f everyone directly involved. For this
reason, w e prof»ose to end o u r story here.
It remains only to n ote that both the ship­
ping industry as w ell as ship construction,
just as in the past, continue to play an im ­
p o rta n t part in the ups and downs o f the
w o rld ’s largest p o rt. Both industrial
branches are so intim ately tie d up w ith the
city and its p o rt th a t they have become an
inextricable p a rt o f the life o f R otterdam .
Sources:
Geschiedenis van Rotterdam, by M r. H. C.
Hazewinkel, N V Uitgevers Mij. ’J oost van den
Vondel’, Amsterdam , 1942.
Leven en B edrijf van Gerhard M o ritz Roentgen, by
D r. M. G. de Boer, P. N oordhoff, Groningen,
19 2 3 .
De Rotterdamse particuliere Scheepsbouw in de
tijd van de Republiek, by D r. S. C, van Kampen,
U itgeverij Born N V , Assen, I9S3.
Prof. dr. P. J. Bouman, G edenkboek W ilto n Fijenoord, Schiedam, 1954.
Een halve eeuw 'D ro o g d o k’ ( 19 0 2 -1952), an RDM
publication, 1952.
Patriotten en Bevrijders, by Simon Schama,
Uitgevers Mij A G O N , Amsterdam, 1989
The Illustrations w ere partly taken fro m the
literature listed above.
69
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ROTTERDAM - MAIN PORT OF
WESTERN EUROPE
By G. van den Burg
F o re w o rd
Rotterdam has grown to become the most fully mechanised bulk cargo port o f the world, os well as the distribution centre o f Europe (EEC).
Roughly between 50 and 90% o f the goods entering Rotterdam on the various sea vessels are distributed by means o f pipelines, barges, cars and
trains to the other countries o f Western Europe.
O rig in s
Around the year one thousand, the w e s t­
ern part o f the N etherlands was still a tru e
D elta area, form ed by the Maas and Rijn
rivers. The m ajor cities to develop during
this period w e re Leiden, D e lft, Gouda and
D ordrech t: the latter, w ith its warehouse
p o rt, was economically the m ost sig­
nificant.
The many rivers arms, channels and creeks
provided ample fishing possibilities. A t the
same tim e, these arms, creeks and channels
form ed natural access routes by means o f
which storm floods could penetrate inland
to batter the dikes erected in defense.
As a result, a large number o f these creeks
w ere dammed up during the th irte e n th
century.
This was the case w ith the R otte, and be­
fore long, a settle m en t sprang up close to
R otterdam , which later became know n as
R otterdam . The settlem ent was located in
a bend o f the N ieuw e Maas, then called the
M erwe, on the wide, inside bank. The
rapidly grow ing settlem ent was granted a
charter by C o unt W ille m IV on June 7
1340. Soon after, it obtained the rig h t to
construct a w aterw ay into the dammed-up
Schie and to build a road which was con­
nected to the existing road system, saving
R otterdam from isolation. A pparently, the
new to w n was able to m uster sufficient
g ro w th p o w e r from the sta rt in o rd e r to
develop, w ith in only a fe w decades in to a
place o f such size and im portance as to be
included in the list o f D utch cities. The city
continued to develop a fte r 1340, and jo u rnies must have been regularly undertaken
to England and France, and perhaps o th e r
countries as well.
T ow ard th e end o f the fifte e n th century,
how ever, R otterdam found itself in severe
difficulties due to the rio ts and disorder
which w ere sweeping the country. The
Jonker Franssen w ar which bro ke o u t in
1488 was especially disturbing. Even after
the co u n try had quieted dow n, R otterdam
continued t o limp along fo r many years.
This was p artly because o f the effects o f
the wars fought during the reign o f Charles
V. It was only in the second half o f the six­
teenth century th a t events to o k a tu rn fo r
the b e tte r. R otterdam sw iftly developed
into a significant p o rt and centre o f trade.
SenW 57STE IA A R G A N G N R 2
In this way, R otterdam reached a peak in
developm ent fo r the first tim e, and gained
recognition as a warehouse p o rt during
the seventeenth century, by which tim e
the co u n try had gradually developed in to
the second largest trading p o rt in the
country. O ne o f the m ajor reasons fo r this
th rivin g developm ent was the favourable
geographical location o f the city in the
’D e lta ’ form ed by the great rivers, which
w e re navigable far inland, as w ell as on the
centrally located N o rth Sea, which is enThe ’Delta area' during the 13th century.
circled by the Baltic countries, England and
the Southern European countries.
In 1795, the country was invaded by the
French, and conditions d e te riora ted at a
rapid pace.
In 18 13, a new period o f prosperity
dawned, a period shaped by the changes in
the character o f the p o rt and the arrival o f
the firs t steamships.
A n im p o rta n t date during this era is 1831,
the year in which the C onvention at Mains
declared the freedom o f the Rhine, w ith a
basin o f 224,000 km 2, in which the staple
71
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R o tte rd a m
1990
privileges lapsed and the riv e r mouths
were opened fo r transit.
The entrance to the N o rth Sea w orsened
daily. There was a need fo r a short, reliable
route to the N o rth Sea.
H o o k in g up th e H o o k o f H o lla n d
The marine engineer Cruquius observed as
early as the eighteenth century that: ’if
Rotterdam wished to avoid becoming a
silted up, and hence inaccessible p o rt, just
The m ost im p o rta n t decision regarding
post-w ar reconstruction in the N e th e r­
lands to be taken by the governm ent then
in p o w e r was th e ir decision to industrialize
the country. By 1952, industry was back up
to the level o f 1938.
The shipping industry, how ever, continued
to g ro w . The p o rt expanded at a rapid
pace, starting w ith the im plem entation o f
the 'B o tle k plan’. In the B otlek, an indus­
tria l area measuring 790 ha. was situated
betw een the O ude Maas, the island o f Putten and the village o f Rozenburg.
The harbours in the Botlek area are acces­
sible fo r ships w ith a draught o f ca. 44 feet
(approx. 80,000 tons dw.).
E u ro p o o rt
The N e w W a te rw a y riv e r was to o shallow
fo r vessels o f 90,000 tons dw , w hile fro m a
nautical p o in t o f view it seemed w iser fo r
these colossal vessels to be m oored as
closely as possible to the sea.
The problem which thus arose was solved
by setting up an entire ly new industrial
area on the approxim ately 19 km. long
farming island o f Rozenburg. A n industrial
area measuring approxim ately 3600 ha.
w ith its ow n entrance to the nearby N o rth
Sea.
The area was named 'E u ro p o o rt'. Based on
the findings o f a prelim inary study, it even
looked as if a navigation channel able to ac­
com m odate vessels w ith a draught o f 80 85 feet w o u ld belong to the possibilities.
T h e n ew h a rb o u r m o u th a t H o o k
o f H o lla n d
The new harbour m outh at H ook o f H o l­
land puts the final touch to the 'master
plan' fo r the developm ent o f the R o tte r­
dam harbour and industry along the left
bank o f the N e w W aterw ay. The plan was
complied in broad lines by a w o rk com ­
posed by experts fro m th e province o f
Zuid Holland, the city o f R otterdam and
the State. In 1964, this w o rk group pre-
Plan to dig through to the Hook o f Holland, proposed in 17 3 1 by Nicolaas Samuelsz Cru­
quius.
Overview photo Botlek area.
The Chemiehaven in the middle, on the left
the St. Laurenshaven and in the background,
the New Waterway.
as A ntw e rp e n and Brugge did, then it
would - literally - have to fight a way to
the sea' H ow ever, in the year he p re ­
sented his plan, 17 3 1, this was considered
to o great a risk.
It was only in 1858, w hen the plan was
again put fo rw a rd by P ieter Caland, that
the governing authorities w e re ready to
listen.
The plans fo r digging a new passageway
w ere realized and in 1872 the firs t sail and
steam vessels, equipped w ith compass,
sextant, chart, log and b arom eter sailed
through the N e w W a te rw a y past the
H ook o f Holland o u t to sea.
Since that tim e, the num ber o f vessels to
navigate w hat has become the econom ic
jugular vein o f Europe to R otterdam has
risen constantly, aside fro m the disastrous
w ar years.
T he B o tle k plan
Immediately a fte r the second W o rld W ar,
the Netherlands was a p o o r co u n try w ith
no natural resources.
SenW 57STE |A A R G A N G N R 2
73
R o tte rd a m
1990
A bulk carrier is being moored at the Graan
Elevator Maatschappij (GEM) B.V. in the Be­
nelux Harbour (Europoort). In the back­
ground, the Caland canal and the New
Waterway.
sented design, a combined harbour m outh
fo r E u ro p o o rt and the N e w W aterw ay.
The immediate reason fo r building the new
harbour m outh at H o o k o f Holland was:
a. to make E u ro p o o rt accessible fo r
enorm ous vessels expected at the begin­
ning o f the sixties;
b. to be able to accomm odate the stro n g ­
ly developing shipping trade and indus­
trialization in R otterdam through expan­
sion o f the p o rt agglomeration.
The Havenmonden D epartm ent started
w o rk on the com plex o f projects at H ook
o f Holland in 1967. The w o rk on the har­
bour m outh was divided into the follow ing
projects:
a. construction o f a th re e kilo m e tre
n o rth e rn dam, and re ro u tin g a section o f
the no rth ern breakw ater;
b. construction o f the south dam and em ­
bankment, w ith a total length o f tw elve
kilom eters, which encloses the Maas­
vlakte;
c. the removal o f 150 m illion cubic m etres
o f sand w ith in this south dam, thereby e x ­
panding the R otterdam p o rt area by 1600
ha. (net).
d. construction o f a dividing dam, to sepa­
rate the N e w W a te rw a y fro m the en­
trance to E uropoo rt;
e. construction o f a new, definite en­
trance to the E u ro p o o rt area and closing
o ff the te m po ra ry entrance, except fo r a
small opening fo r barges etc.
74
f. dredging a fairway in the sea tw elve
kilom etres long, 400 to 600 m etres wide
and 24.5 m etres deep. From sea, the ap­
proach to this fairw ay is 1200 m etres wide
and also 24.5 m etres deep;
g. the installation o f m odern nautical
equipm ent fo r m o n ito rin g shipping by day
and by night, and w hen the vision is poor.
h. additional w o rk , such as anti-silting
measures and spraying sand o n to the n o rth
beach at H o o k o f Holland.
In A p ril 19 7 1, the definite entrance to
E u ro p o o rt was com pleted. O n June I I
19 7 1 the new harbour m outh, through
which E u ro p o o rt acquired a d ire ct passage
to the N o rth Sea, was officially opened fo r
use when the 'Koningin W ilhelm ina’, fro m
the S toom vaart Maatschappij Zeeland
navigated the way in by this route. O n
board was H e r Majesty Q ueen Juliana.
W ith the new, combined ’Maasmond’
(M outh o f the Maas), the approach to the
N e w W a te rw a y and E uropo ort acquired
an enorm ous, but safe capacity.
D e v e lo p m e n t o f S h ipp ing
The Shipping industry is characterized to a
large e x te n t by only a few types o f ships
that are generally w ell know n: super tank­
ers, bulk carriers and container ships.
T a n k e r d e v e lo p m e n t
Before the second w o rld war, tankers
Ore carrier 'Berge Stahl’, at the dock o f the
iron ore terminal Europoort C.V. in the Ca­
land canal, Europoort. The vessel, 342 me­
tres long and 63.5 metres in beam, with a
height o f 30.2 metres, has a deadweight o f
365.000 tons and a draft o f 74 feet. It's the
world’s largest dry bulk carrier as well as the
first vessel o f this size to dock at Rotterdam
(January 30 1987). Carrying a cargo, a speed
o f 13.5 knots can be developed. Iron ore for
German steel companies is carried by the
'Berge Stahl' between Brazil and Rotterdam
Europoort.
Entrance to the New Waterway ( 1983)
o f approxim ately 1200 tons, deadweight
form ed the m ost com m on and, at the
same tim e, largest class o f tankers
afloat.
’D eadweight’ is defined as the w eigh t o f
Hopper suction dredger and block carrier in
action during construction o f the new harbour
mouth at Hook o f Holland, 1969.
TANKER0EVEL0PMENT
the cargo, fuel, oil and provisions together.
D uring the second w o rld war, tankers of
1600 tons dw came in to use. Since that
tim e, the size o f this type o f ship has con­
tinued to g ro w . In 1954, the T in a Onassis',
a tanker carrying approxim ately 45,000
tons deadweight, was taken in to service in
Hamburg. H ow ever, mainly as a result o f
the Suez crisis in 1956, w hen the route
fro m the oil fields in the M iddle East led
around the Cape o f Good Hope, 100,000
to n tankers began to be built.
The firs t supertankers w e re b u ilt by Japa­
nese yards.
In 1962 the ’Nissho Maru', carrying
132.000 tons d w was launched, but was
soon dw arfed by the appearance o f the
'Idemtsu M aru’ o f 2(0,000 tons dw.
(1966).
The largest tanker to unload its cargo o f oil
at the Maasvlakte O il Terminal in the 8th
Petroleum harbour (Maasvlakte) was the
’Batilus", carrying 400,000 tons dw.
(1986).
This ship has since been dismantled.
distributors for
Lubbe Bakker
Amei'on
Marine Coatings
Veerhaven 12c
3016 CJ R otterdam
N etherlands
Tel. 010 - 436 71 30
Fax 010 - 436 38 72
Tlx 25433 LU B A NL
WL schroefaslagers
en afdichtingen:
B redastraat 126
2008 A n tw e rp
Tel. 03 / 231 89 25
Tlx 32047
W e ndenstrasse 130
D -2000 H am burg 26
W e st-G e rm an y
Tel. 040 - 25 63 70
Fax 0 4 0 - 2 5 16 31 48
Tlx 217 42 01 Bern D
EEN PROFESSIONELE
BIJDRAGE AAN EEN SCHOON
MILIEU
De internationale scheepvaart moet aan steeds strengere milieu-eisen voldoen.
Olielekkages kunnen dan ook hoge boetes tot gevolg hebben. WL levert hier een
afdoend antwoord op met schroefaslagers en afdichtingen die de kans op olielekkages
en waterverontreiniging minimaliseren. Klanten kunnen bovendien een beroep doen op
de internationale service-organisatie van WL, waardoor reparaties snel en efficiënt
worden uitgevoerd.
van milieuveilige, betrouwbare en
WL
W AUKESHA-UPS
A76
"UNITED TO SERVE YOU"
WAUKESHA-UPS v.o.f.
Lipsstraat 52 Postbus 6.5150 BB Orunen
Telefoon 04163- 88299 Telex 35185 lips nl
Telefax 04163-74853
R o tte rd a m
1990
'Geopotes 14’ carrying out maintenance
dredging in the main channel and "Geopotes
15’ spraying sand onto the North Beach at
the Hook o f Holland.
In the period between March 14 through
March 26 1988 (12 days), using a pressure
pipe the ’Geopotes 15" sprayed 251,926 m3
onto the beach to replace the sand which had
disappeared into the sea. The sand used in
this operation came from maintenance
dredging activities in the access channel to
the New Waterway and Europoort area.
By combining the deepening work in the
channel with the beach raising activities
'work’ was carried out with other "work"
which meant a considerable savings in costs.
A d a p tin g th e m a r itim e a pp ro ach
channel
W hen the w o rk on deepening the m ari­
tim e approach channel fo r vessels w ith a
draft o f 57 feet was being carried out, the
city o f R otterdam requested that the chan­
nel be made accessible fo r ships w ith a
d raft o f 62 feet. A t the beginning o f 1969,
the channel was able to accommodate
drafts o f up to 62 feet and in 1970 fo r ves­
sels 65 fe e t in draft.
In 1976 this was deepened as to be able to
accommodate vessels w ith a draft o f 68
feet.
O n August I 1983, the channel became
accessible to ships o f 70 feet in draft, Janua­
ry I 19 8 5 ,7 2 fe e t and in February o f 1987,
74 feet in d ra ft (22.50 metres).
A flo o d b a r r ie r in th e N e w
W a te rw a y
Vessels with very deep drafts can enter the
harbour mouth from the M ain Trunk Route
on the North Sea via a 42 km. approach route
consisting o f the 30 km. Eurogeul and the 12
km. Maasgeul. Ships less deep in draft can
follow other routes. The Eurogeul and Maas­
geul can accommodate ships, at high tide, o f
14 foot in draft (approximately 305,000 tons
dw.).
o f H p lla n d
M aasvlakte
Sluiter
E u r o p o r t a re a in th e
SenW 57STE IA A R G A N G N R 2
y e a r 1988
The flood c o n tro l gate in the N e w W a te r­
way, was developed by the Bouwcom bina­
tie Maeslant Kering (B M K ) and presented
to the ’Flood b a rrie r study c o m m itte e ’ in­
stitu te d by the M inistry o f Traffic and Pu­
blic W orks.
The flood c o n tro l gate w ith a height o f ap­
proxim ately 23 metres, w ould serve to
shut o ff the N e w W a te rw a y ove r a
breadth o f 360 m eters when w a te r levels
threaten to rise to exceptional heights in
the lo w e r delta o f o u r riv e r area because
o f w a te r flooding in fro m the N o rth Sea.
The presence o f this gate, able to be closed
at dangerously high w a te r levels, w ould
substantially reduce the e x te n t to which
the dikes w ould have to be raised and
hence offers a far quicker and cheaper so­
lution to the problem o f ho w best to p ro ­
te c t this area.
The sector doors in the B.M.K. are made
up o f retaining walls w ith floating bodies,
whose horizontal loads are passed by
means o f tubular lattice girders to large
universal rota tin g p ivo t bearings placed on
b oth banks. The flood gate was designed to
last 100 years, and w ill be used only inci­
dentally, so that they w ill be alm ost perm a­
nently in parked position.
77
Zekerheid op zee.
AEG biedt u dat m et de nieuw e
DEBEG 3120, een co m p acte , sterke
en veelzijdige SSB Radiotelefonie
zender/ontvanger m et een m eer dan
voortreffelijke prijs/kw aliteit-verhouding, Z ’n voornaam ste e ig en scha p ­
pen zijn:
O Snelle, autom atische frequentie
m atie op aanvraag verkrijgbaar.
afstem m ing.
O SITO R -ARQ
Uitgebreide docum entatie en infor­
Telex
één
AEG N ederland N.V., Marine Techno­
b eroeps­
AC Rotterdam. Tel. 010 - 4 8 5 5 6 4 4 .
m et
logy Departm ent, Postbus 5115,3008
antenne mogelijk,
O G oedgekeurd
voor
Fax. 010 - 4 8 4 6 2 7 9 . Telex. 28822.
scheepvaart.
O Zeer eenvoudige bediening.
O O ok goe dg eke urd door de PTT/
O Z e n d v e rm o g e n 2 7 0 w att trans­
ceiver.
KSR.
O G eïntegreerd 2-toon alarm.
O Frequentiebereik:
ontvanger 100 kHz - 3 0 MHz.
De DEBEG 3120 kan w orden g eïn­
zender 1,6 M Hz - 28,5 MHz.
stalleerd
in
losse
co m ponenten:
O Aansluitspannm g 12 of 24 V DC.
transceiver,
O M icroprocessor-gestuurd,
bedienunit. Dit kan een aanzienlijke
sief zelftest program m a.
A78
inclu­
antenne-coupler
ruim tebesparing opleveren.
en
AEG
R o tte rd a m
1990
SenW 57STE |A A R G A N G N R 2
79
Complete hydrostatic drives and
operation systems.
Oil-free gascompressors.
Ships reduction- and reverse
reduction gears.
Twin- and multiple reduction gears.
Generator-, sandpump-, cutter- and
tumbler drives. Planetary gears for
winch and crane drives.
Pumpdistribution gears. Shaft
journal and thrust bearings. Super
elastic clutches and couplings.
Torsion-free clutches.
Gear wheels and hardening
technology.
Floating boombarriers, pneumatic
oilbarriers. Oilfighting installations.
Oil skimmers.
Electromagnetic clutches.
Pneumatic clutches.
High pressure compressors, screw
compressors, boxer compressors.
Breathing-air compressors.
Heat exchangers (oil-, water- and
gascoolers, condensers, preheaters).
Complete oil- and filter systems.
Pressure vessels.
Rotary vane compressors and
-vacuum pumps for air and gases.
Vacuum distillation plants for
solvents and waste water.
Ij
A80
BRUINHOF
Boterdiep 37, 3077 AW Rotterdam-Holland
Tel. 010 - 4834400. Fax 010 - 4824350. Telex 28904
R o tte rd a m
1990
These specialized experts control shipping
from this observation post by means o f wire­
less communications and radar from the
coastal area at Hook o f Holland to the Rot­
terdam port area.
The retaining walls w ill then be in the dry
docks constructed on e ith e r side o f the na­
vigation route. The girders are then above
the shore, w here they are p ro te cte d
against any collisions which may occur.
If necessary, the doors can be closed by
being floated mechanically fro m the docks
into the N e w W aterw ay, and then being
sunk by lettin g w a te r in to the 17 m etre
threshold. This contro lled m ethod o f clo­
sure and the installation o f e x tra sliding
gates in the retaining walls w ould enable
the flood barrier to be closed and opened
under all circumstances and hence fo rm w ith th e ir excellent maintenance and in­
spection possibilities - an e xtre m e ly relia­
ble means o f p ro te ctio n o f this vulnerable
part o f Holland.
The Bouwcom binatie Maeslant Kering is
composed o f Hollandsche Beton N.V.,
Hollandia-Kloos H olding N V , I.G.B. H o ld ­
ing NV, K oninklijke V o lk e r Stevin N V.
The N o r th
To o ffsh o re a irp o rt
S ea
W a t does th e fu tu r e hold?
They certainly dared to take a risk, the
planners o f N e w Holland 2050. In th e ir
book w ith this same title ( 1987), th e y de­
voted a separate section to 'in and o u t the
N ew W a te rw a y ’ w here a ra th e r fu tu ris t
picture is painted.
N ew tra n sp o rt ships, like the hydrofoil
ship w here floating containers are driven
into and fastened betw een the fo re and aft
sections o f the vessel a fte r which the ship
speeds unmanned fro m N e w Y o rk to the
roadstead o f H o o k o f Holland by means o f
hydrofoils. In a blink o f an eye, the con­
tainers (estimated at 9 million, as co m ­
pared to the three m illion handled in 1988
at R otterdam ) w ill be carried by a subter­
ranean pipe tra n sp o rt system to the rest o f
Europe.
This w ill have such a favourable effect on
the available space in Europoort/M aasvlak­
te that the ’map’ o f this area in 2050 w ill
become almost embarrassing. The Rozen­
burg region w ill once again be expanded in
w estw ard direction.
A miraculous apotheose now seems far
away, but n o t impossible: technical devel­
opments n o t to violate, but to re sto re na­
ture.
SenW 57STE IÀ A R G A N G N R 2
'Term inal v \
dry and
K
i I iq uich bulk
[ TerminaNç
containers )
and n e o - ^
P ip e lin e s tre e t^ /?~~~
A s s e m b ly fa c to rie s
Europort
N a tu r e - a n d recrea tion area
Europoort/Maasvlakte (2050)
8I
PORTRAIT OF DSS ’
’
O f the many ships built after the second world war in Rotterdam it seemed appropriate to the editors to include in this special edition, the
famous liner which bears the name o f the 650 year old city across the seas o f the world. The twin screw steamship (DSS) Rotterdam, originally
built to carry passengers between Rotterdam and New York, now sails the seas o f the world as a cruise ship. The construction o f the ship was
commissioned by the Holland-America Line (HAL) and built at the Rotterdamsche Droogdok Maatschappij (RDM). The description o f the ship
was compiled from information from a special edition o f ’Schip & W e rf, which was published when the ship was taken into service in September
1959.
IN T R O D U C T IO N
The realization o f the DSS ’R o tte rd a m ’ is
closely related to the loss o f the old
'Statendam' due to w a r activities in May
1940. In principle, the decision to build a
new passenger ship to replace the ’Staten­
dam’ was taken im m ediately after w o rld
w ar II ended, in 1945. A new ship, to be
em ployed in the passenger service be­
tw een R otterdam and N e w Y o rk in addi­
tio n to the famous ’N ie u w A m sterdam ’.
H ow e ver, it was only in 1954 th a t a defi­
nite plan fo r the ship was drafted, a ship
which was to cost an estimated D fl 100
m illion to build. This new 'R o tte rd a m ' was
to become the fifth liner to bear this name;
her predecessors w ere;
- The firs t 'R o tterda m ' belonging to the
H AL, b u ilt in 1871 in Scotland; the ship
measured 1700 g rt and was equipped w ith
a 700 ihp com pound steam machine fo r a
speed o f 101/2 knots.
- The second ’R otte rd a m ’, measuring
3329 g rt, was b u ilt in 1878 in Belfast,
purchased in 1886 by the H A L, and scrap­
ped in 1897 under the name 'Edam'.
- The th ird 'R o tterd a m ' also came fro m
the shipyard Harland and W o lff in Belfast.
The ship, measuring 8200 g rt, was taken
in to service in 1897 and later sold to a
Danish shipowning company.
- The fo u rth ’R otterdam ’, again b u ilt at
this same shipyard in Belfast, began her
shipping career in 1908. The vessel mea­
sured 2 4 .148 g rt, could reach a speed o f 17
knots and could carry 2800 passengers.
The costs o f construction came to 7 m il­
lion guilders (see fig. I ).
The RDM was commissioned to build the
present (fifth ) ship o f this name on O c to ­
ber 26 1955; the vessel was given con­
stru ctio n num ber 300. O n September 13
1958, the vessel was christened and
launched by Queen Juliana (see fig. 2).
In July and August o f 1959, the tria l jo u r­
neys w e re held. The official tria l journey
and conveyance to o k place on August 20
and 21 1959. The ship departed on her
maiden journey on September 3 1959
from Rotterdam , w ith as guest on board
o u r present queen, then still the Princess
Beatrix.
G ENER ALD ATA
Please see the general plan labelled appen­
d ix I fo r the ship’s layout.
82
fig. I. The fourth Rotterdam 1908-1939
fig. 2. The launching, seen from the river
M ain m e a s u re m e n ts :
- overall length
= 228.12 m
- lenght
betw een
perpendiculars
= 198.12m
- moulded breadth
= 28.65 m
- m oulded depth
= 21.96 m
- Mac. draft
= 9.00 m
- H eight to deck up­
per basis
= 38.66 m
- T o p radar mast
= 60.53 m
- Gross tonnage
= 38,645 tons
-
N e t Tonnage
= 21,848 tons
Machine capacity
= 35,000 shp
Speed
= 22 knots
Passenger ca rryin g = 1456 persons
capacity
- C re w
= 776 persons
- Class;
Lloyd’s
Register
100 A I
The engine ro o m and b o ile r room s are aft
in the ship. The c re w has been prim arily
SenW 57STE [A A R G A N G N R 2
R o tte rd a m
1990
SenW 57STE IA A R G A N G NR 2
83
84
SenW 57STE |A A R G A N G N R 2
R o tte rd a m
1990
fig. 3. Tourist class diningroom
tions, some data have been included on the
mess utensils, glasses and linens:
The mess utensils include among o th e r
things:
9,530 spoons
12,640 tea spoons
11.900 forks
9,830 table knives
1,700 bouillion cups
1,557 coffee and teapots
- 1,706 trays
- 1,974 soup te rrin s all made o f silver
o r porcelain.
18,240 plates
19,650 cups and saucers, and 1,740 tea
services Glasware
11,760 beer and b itte r glasses.
5,820 w ine glasses.
4,500 w a te r drinking glasses.
The follow ing linen was available:
48,240 napkins
19,000 bath tow els
fig. 4. The Auditorium
accomodated in the fo re o f the vessel. The
ship is virtually e n tire ly a w elded steel con­
struction; it has been divided in to 14 com ­
partments by I 3 w a te rp ro o f partitions and
designed to resemble a tw o -c o m p a rtm e n t
ship. A ll deck houses above the sun deck
are o f aluminium.
The in te rio r was designed by several a r­
chitects. In figure 3 through 6, examples o f
this have been provided. The auditorium
(fig 4) measuring I ; 24 m „ b: 20 m. and 5.60
m. at the highest po in t can hold a to ta l o f
607 persons including those on the bal­
cony.
T he h o te l o p e ra tio n s
In addition to the many types o f cabins the
ships also features a num ber o f restaurants
w ith the accompanying galleys and storage
areas. T o provide an idea o f these operafig. 5. Lounge and dance floor
SenW 57STE IA A R G A N G N R 2
fig. 6. The 'Ritz Carlton
85
fig. 7. Cabin first class
The dining ro o m fo r passengers travelling
firs t class offers 296 seats, the to u ris t class
dining room seats 562. Relaxation and en­
te rta in m e n t facilities fo r passengers in­
clude theater, various bars, fitness rooms,
swimm ing pool, sports deck and pro m ­
enade decks.
The passengers are cared fo r by a civil ser­
vice staff o f 600. The full crew o f 776 per­
sons are accommodated in 2 15 cabins o f
varying size and type. They have th e ir ow n
deck area and mess rooms.
The laundry is run by a staff o f 22; three
persons are employed on board in the
ship’s o w n prin tin g office. The medical
team consists o f a d o c to r and dentist as
w ell as a number o f nurses. They carry out
th e ir w o rk in tw o consulting rooms, an
operating room , an infirm ary and five sick
rooms. A ll cabins, room s and o th e r areas
on board are naturally fully air-con­
ditioned.
N a u tic a l e q u ip m e n t
Using the m ost m odern and sophisticated
technology available at the tim e the ship
was taken in to service, the bridge was
equipped fo r th re e functions: navigation,
safety and comm unication. The life saving
equipm ent includes among o th e r things 16
mechanically propelled life-boats fo r 135
persons and tw o m o to r life boats fo r 43
persons. The life boats are m ounted in rolle r-g ra vity davits.
deck equipm ent includes:
- a tw in anchor winch
- a tw in servo-actuated steering gear
- th re e capstans
- deck cranes and cargo booms
fig. 9. HP turbine
fig. 8. Cabin tourist class
38,250 hand tow els
16,900 sheets
i 1,950 pillowcases.
Passengers can be accomodated in various
types o f cabins:
12 luxurious cabins
- 121 firs t class cabins fo r 295 passengers
(see fig. 7)
- 443 to u ris t class cabins fo r 1, 137 passen­
gers (see fig. 8)
86
SenW 57STE IA A R G A N G N R 2
R o tte rd a m
1990
IN D E L IN G
M A C H IN E K A M E R
M w o rt béj * «Mro VÜ0O««
..St**» •» W « rT -
benW 57STE IA A R G A N G N R 2
«OTTUDAM
IM »
87
REVOLUTIONAIRE
DOORBRAAK
IN SMERING
EN ONDERHOUD
SCHEEPS DIESELMOTOREN
REVOLUTIONAIRE DOORBRAAK IN
SMERING EN ONDERHOUD
SCHEEPSDIESELMOTOREN
• 50% langere levensduur
• na minimaal 2.500 a 3.000 uur olie verversen
• 75% minder afvalolie
• schoner milieu
• snel terugverdiend
BLACK-SLUDGE BEDREIGT
ELKE SCHEEPSDIESEL
Vervuiling is de belangrijkste oorzaak van
slijtage aan scheepsdieselmotoren. Roet, me­
taal- en stofdeeltjes vormen de beruchte 'black
sïudge'. Daardoor vermindert de warmte-afvoer
en door aankoeksels verliest de motor com ­
pressie, presteert steeds slechter en verbruikt
meer olie. Alleen frequente verversing van de
kostbare smeerolie kon deze schadelijke
effecten tot dusver tegengaan.
NTZ-OLIEFILTER BESCHERMT EFFECTIEF
EN BESPAART TEGELIJK VEEL GELD.
50% minder motorslijtage.
Met het revolutionaire NTZ-oliefilter blijft
de motor veel langer schoon. Slijtage wordt
tot 50% beperkt. Dus: permanente besparing
op de onderhoudskosten!
Smeerolie gaat minimaal 4x langer mee.
De smeerolie blijft met het fijne NTZ-filfer minimaal
4x langer op specificatie en hoeft pas na 2.500 a 3.000
draaiuren te worden ververst. Dus: minder oliekosten
en een grotere inzetbaarheid van het schip.
A88
Schoner milieu dankzij 75% minder afvalolie.
Met het NTZ-oliefilter wordt 75% minder
afvalolie aangeboden. Dus: minder verwer­
kingskosten en een schoner milieu.
Snelle terugverdientijd.
Het NTZ-oliefilter kan volgens het bypass-principe eenvoudig op elke bestaande
en nieuwe scheepsdieselmotor worden ge­
ïnstalleerd. Met de aanschaf is een kleine
investering gemoeid die gemiddeld binnen één
jaar wordt terugverdiend.
N TZ-verkooppunt dichtbij u in de buurt.
NTZ-oliefilters worden verkocht en ge­
ïnstalleerd via de dichtvertakte verkooporgani­
satie van Brinkmann & Niemeijer B.V. Een lijst
van voorraadhoudende verkooppunten en ge­
detailleerde documentatie kunt u opvragen bij :
BRINKMANN & ü fa
NIEMEIJER B.V. ÜLI
Pollaan 50, Zutphen
Postbus 39
7200 AA Zutphen, Holland
Telefoon 31(0)5750-96730*
Telex 49143
Telefax 31 (0)5750-96799
R o tterdam
1990
fig. 10. IP turbine
10) and a LP-turbine (fig. 11 ). A t the fro n t
o f the M P -turbine is the HP-reverse tu r ­
bine (fig. 12)
Both main tu rb in e groups have been de­
signed fo r nominal continuous operation o f
17,500 shp at 131.5 rev/m in. Maximum
p o w e r is 19,250 shp per shaft at I 35.5 rev/
min. A stern p o w e r is 10,500 per 108 rev/
min. Steam conditions on entrance o f the
H P-turbines are 42,2 ato and 446 °C. The
steam finally reaches the condenser w ith a
96.5% vacuum at a seawater tem perature
o f I5°C. Per condenser a maximum o f
.4,400 tons per hour o f cooling sea salt wa­
te r is available.
In the gearboxes (fig. I 3). the speed o f re­
volutions o f the H P-turbine (4250), the
M P -turbine (4250) and the LP-turbine
(2980) are reduced to the speed o f the
shaft (131.5) by means o f double reduc­
tion. A view o f the B B-turbine installation
fro m above is shown in fig. 4.
The ship is fitte d w ith stabilizers, and
elevators and goods elevators fo r internal
transportation.
P R O P U L S IO N A N D
G E N E R A T IO N O F EN E R G Y
G eneral
The e ntire engine and bo iler installation o f
the ship is spread over six w a te rtig h t com-
S te a m b o ile rs
In the b o iler room are fo u r oil fired boilers,
C om bustion Engineering type V.2. M. (see
fig. 15).
B oiler data;
- Steam pressure
= 45 ato.
- Steam te m perature = 460 °C
- Steam production =
55 tons/hour
(max.)
- V.O . B oiler
= 802 m2
- V.O . superheating = 144 m2
- V .O . econom iser = 612 m2
fîg. I I . HP astern turbine
Four burners have been b uilt in to each
b o ile r operating according to the C o n ­
stant Pressure D ifference principle. The
com plete propulsion installation was b u ilt
by the Kon. Mij. De Schelde in Vlissingen.
partments and a shaft tunnel (see appendix
2). The shaft tunnel is aft o f the main engine
room, and follow ed, in the dire ctio n o f the
foreship, by: the boiler room , the
evaporator room , the electrical supply sta­
tion, the engine ro o m fo r air tre a tm e n t
fig. 12. LP turbine
and stabilizers and finally, the freezing en­
gine room .
M ain tu rb in e s
For each shaft in the engine room there is:
an H P -turbine (fig. 9), an M P -turbine (fig.
fig. 13. Gearbox
G e n e ra to rs and E le c tric a l
In s ta lla tio n
F our
com plete
W e rk s p o o r
tu rb o ­
generators have been installed in the elec­
trical p o w e r supply, each w ith a capacity o f
1,350 k W
at 6000 rev/m in. The
Your Supplier fo r s e a w a te r resistant and w a te rtig h t ship's w in d o w s ,
sidelights and bullseyes
H. K. VAN WINGERDEN EN ZONEN B.V.
P.O. Box 6
•
Telephone (01830) 31555 - Telex 21615
Fax (01830)31442
4200 A A G o rin c h e m -H o lla n d
ESTABLISHED SINCE 1883
We d o n 't p retend to kn ow everything
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3074 PX ROTTERDAM
TELEPHONE: 010-4326789
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HANDELMIJ
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IVEM CAPABILITY FOR MARINE EQUIPMENT
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haven nr. 114
Schaardijk 81, 3063 NH R’dam. Telefax (010) 452 90 46 Postbus/P.0. box 5170,3008 AD R’dam. Tel. (010) 452 85 50. telex 27383 WEIR NL
A90
R o tte rd a m
1990
fig. 14. Port steamburbine set
generators, supplied by Smit S likkerveer
(now called H O LE C ) have a continuous
capacity o f 1685 kV A at 1800 rev/min., 60
Hz, cos (phi) = 0.8.
An auxiliary generator driven by a gas tu r-
-
fig. 15. Cross-section o f boiler
------------- 9 6 6 0 ------------------------
bine has been installed in the structure on
the sun deck. This generator has a capacity
o f 350 k W at 1800 rev/m in.; the speed of
revolutions o f the gas tu rb in e reaches
15,000 rev/m in. A n emergency ac­
cumulator b attery o f 110 V and 900 A h has
been
included
w ith
the
auxiliary
generator.
The various currents on board are:
- 3 x 440 V 60 Hz fo r the p o w e r system
- 3 x 220 V 60 Hz fo r the galley, laundrey, etc.
- 3 X 110 V 60 Hz fo r smaller appliances
- I X I 10 V 60 Hz fo r lighting
- 220 V DC fo r cranes, winches etc.
- I 10 V DC fo r em ergency lighting
24 V DC fo r telephones, bell systems
etc.
The main switchboard has been located in
the electric p o w e r supply station (see fig.
16).
Finally there are also tw o storage cooling
installations, one in the shaft tunnel an one
in the foreship; these installations have a
total cooling capacity o f I 37,800 Kcal/hr.
— |
The second is ir. K. van d e r Pols, fo rm e r
chairman o f o u r association and d ire c to r o f
RDM at the tim e the ship was under con­
struction. A t the gala dinner during the o f­
ficial tria l journey and transfer o f the ship,
he made the follow ing toast: 'May this new
ship increase the respect fo r the Holland
Am erica Line, fo r the city whose name she
bears and fo r o u r beloved fatherland.’
D uring this official trial journey on August
20 1959, on the open sea, in the presence
o f H e r Majesty the Queen, the ship was
transferred by d ire c to r ir. K. van der Pols
to H A L d ire c to r W . H. de Monchy. The
la tte r mentioned transferred the ship's
command to C o m m o d o re C. Bouman.
A t the changing o f the flag, the cerem ony
was led by M inister President prof. De
Quay, w h o also on this occasion invested
ir. Van der Pols w ith the o rd e r o f Ridder in
de O rd e van de Nederlandse Leeuw.
fig. 16. Main switch board with two turbo
generators
Final re m a rk s
As may be expected, a large num ber o f
members o f o u r association the N e th e r­
lands Society o f Marine Technologists
w ere involved in the construction o f this
ship. I w ould like to take advantage o f this
op purtun ity to m ention tw o o f o u r most
senior members.
The first is ir. G. Knop, fo rm e r d ire c to r o f
the H A L w ho was closely involved in firs t
the design and later in th e inspection o f
construction activities o f this magnificent
ship, which was to be the last he w ould
build during the active part o f his career.
SenW 57STE jA A R G A N G N R 2
91
SHIPBUILDING AND THE TRADE
UNIONS
By H. F. Berkhout, District Head, District ofZuid-Holland, FNV
Building a ship is cooperative project. The ship which you have built is the best in the world and much better than any other built by the shipyard
down the road. As every insider knows, the twentieth launching is an experience every bit as memorable as the first. Building ships is more than
just a job! This sounds almost lyrical and it is. But why else would we christen ships, and not cars and trains which, after all, are also merely
means o f transportation?
The trade unions, in this case the industrial
union FNV, is no stranger to the shipbuild­
ing industry. F or years, the union has been
involved in im proving em ploym ent condi­
tions and job op portu n itie s in this indus­
trial branch. A m ong o th e r things. Y et in
the shipbuilding industry m ore often than
n o t the unions are given publicity only
when groups o f w o rrie d w o rke rs amass in
fro n t o f the gates o r employees in the ship­
building branch go on strike again gru m b l­
ing. Shipbuilders are confident and skilled
craftsmen. They are perfectly aware o f
th e ir rights and w ould surely make th e ir
displeasure clearly known. The outsider is
th ere fo re apt to draw the w ro n g conclu­
sions.
T o learn m ore about the history o f the
shipbuilding industry and the trade unions,
a good book to read is ’H eet v o o r de vuren' by Jan de W acht. He was a fo rm e r ad­
m inistrator at the General D utch Metal In­
dustry Union. The book was published to
com m em orate the fiftie th anniversary o f
the R otterdam branch. D uring this period,
the foundations fo r labor relations and
mutual opinions w e re laid.
The shipbuilding branch is characterized by
the enorm ous change which has taken
place both as regards technology and size
o f the ships. Much has changed in this area.
These changes tended to be initiated by
the shipowners and n o t by the yards. The
shipyards kept abreast o f the develop­
ments and adapted th e ir m ethods accord­
ingly.
Shipbuilding has also changed due to the
use o f different and b e tte r materials. D e ­
sign and production have been partly auto­
mated. A n o th e r developm ent was that of,
fo r example, block construction. A ll this
became possible through the technological
developments. The m ost recent is th a t o f
construction onder cover. A ll these chang­
es have taken place in the face o f a new
crisis in shipbuilding.
Before the second w o rld w ar, recurring
crises w e re usual in this branch o f industry.
H ow ever, w estern european shipbuilders
held a certain m onopoly at that time.
Europe was still th e ce n te r o f the w o rld on
the map. Trade flow e d to and fro m this
center, w hich also form ed the focal po in t
o f political pow er. Crises in shipbuilding
92
w e re cyclic and European in nature. A fte r
the war, at firs t everything seemed fine.
Every-where, activities resumed. Ships
w e re necessary, and shipyards had m ore
than enough w o rk . Y e t the shipbuilding in­
dustry in the N etherlands began to show
signs o f ailing. A t the end o f the sixties, var­
ious re p o rts containing recom mendations
w e re compiled. O ne o f these was the
Winsemius re p o rt. The governm ent then
in p o w e r had requested an o rd e rly review
o f the D utch shipbuilding industry. The re ­
p o rt dealt less w ith the industry as w ith the
balances o f p o w e r and capital. A t the tim e,
V erolm e was building his empire. And that
w hile he was being opposed by traditional
shipbuilders and the Winsemius C o m m it­
tee. In the meantime, a new crisis in ship­
building was sparked o ff by the oil crises o f
1973. It became rapidly evident that the
branch was n o t going to be able to survive
on its ow n. G overnm ental aid was re ­
quired. A collective e ffo rt on the p a rt o f
employees and em ployers resulted in the
foundation o f the Shipbuilding Industry
Policy C o m m itte e , w hich made e x tra fi­
nancial aid to the industry possible.
Y e t this crisis was diffe re n t fro m those o f
before the war. The w o rld , to o , had chang­
ed. Europe was no longer the great center
o f p o w e r it had been before the w ar. It was
the Japanese w ho had bro u g h t this about.
As a result o f the lo w e r wages and the
Japanese a ttitu d e tow ards w o rk , they
w e re able to build ships cheaper than was
possible in Europe. Part o f the Japanese ap­
proach was adopted during that tim e, such
as the practice o f employing as few as pos­
sible ow n pro d u ctio n team. Some yards
even became largely dependent on Yugo­
slavian w o rke rs and contractors. The
D utch shipbuilding industry began to de­
cline at a rapid pace. Yard a fte r yard was
closed down. O fficially this was know n as
Y estructuralization’. And that w hile the
D utch governm ent was pumping funds
in to the industry. Finally, after the industry
had been seriously weakened, some o f the
recom m endations made by the Shipbuild­
ing Industrial Policy C o m m itte e w e re im ­
plem ented. N e w p ro d u ctio n methods ap­
plied in newly roofed yards represent the
result. The Shipbuilding Industrial Policy
C o m m itte e has meanwhile been dis­
banded, and a new fo rm o f support is now
provided.
H ow ever, th e re is just one m ore point. All
re p o rts have a social section. It always con­
cerns the social structure, such as redun­
dance. Social innovaton, differe nt w o rk o r ­
ganizations, the fact that employees con­
s titu te the main capital o f the industrial
branch is never discussed. Paper galore!
Enough to fill the hold o f a ship has been
published on the subject. But now here is
this m entioned in any o f the re p o rts on the
shipbuilding industry. Personnel policy
was, and was to remain no m ore than per­
sonnel management. W h a t used to be one
by the doorm an o r the bookkeeper is now
the task o f the personnel departm ent. In
many cases, it was painfully obvious that
this departm ent had been little m ore than
an afterthought. A w ooden shed, is no e x­
ception. T here was no question o f social
innovation. Initiatives in this d ire ctio n have
always been taken by the trade unions.
W h e th e r these concerned the abolition o f
the ta riff system o r a new system o f job
classification. But never w e re these consi­
dered part o f a com m on idea that there
w e re o th e r, b e tte r ways. O n the contrary,
b itte r negotiations and endless amend­
ments always accompanied innovations put
fo rw a rd by the unions. Clearly, this c o n tri­
buted little to solve the problems.
Especially w hen many cases w e re left to
fester, becoming an issue, sometimes lead­
ing to a strike. I can rem em ber a day during
the seventies which w e spent tog e th e r
w ith Mr. S tikker fro m Rijn-Schelde-Verolme, brainstorm ing the problem s in the
shipbuilding industry. That was the day I
put fo rw a rd the proposal to tu rn one yard
in to a te s t yard. W e w ould allow no tradiSenW 57STE jA A R G A N G N R 2
R o tte rd a m
1990
tional obstacles to stand in o u r way, and
the results w ould n o t be considered as a
precedent in o th e r negotiations. It was a
serious a tte m p t to set up new w o rk forms,
to make use o f the skills and the feeling o f
responsibility o f the employees. In short,
an e ffo rt to p ro m o te the necesary and de­
sired m ultifunctional flexib ility. Late that
evening, S tikke r utte re d the historical
words ’Does this mean everyone w ill
move into a higher function group?' It was
then that I gave up. S tikke r w e n t on to
study Chinese philosophy via a parlementary investigation - RSV applied fo r a
m oratorium . A classic case illustrating
opinions held by the various people about
one another. A union leader can only w ant
more. Managing a company o r knowledge
o f how this should be run, are m atters he
supposedly know s nothing about.
A t this m om ent, the re is nothing to dis­
prove this. W hen RSV started to collapse,
the employers used us to influence political
decision making, as w e w e re such a w o n ­
derful means to put on the pressure.
Despite the cynical re p o rts o f the union
results in the past, I am still convinced that
there is certainly a fu ture fo r the shipbuild­
ing industry. H ow ever, firs t a number o f
conditions must be met. If R otterdam , as
the largest p o rt o f the w o rld , wishes to
represent a m aritim e nation at its 650th
anniversary celebration, now is the tim e to
take the chance offered. The m arket is re ­
covering, the prospects lo o k good. The
tim e has come to grasp this last straw w ith
both hands. O f course, it is n o t that easy.
Dangers are lying in w a it everyw here. Ja­
pan - after a period o f re s tric tio n - is again
starting up. The U nited States are coming
back in the m arket. Subsidies are coming
to an end.
Recently, consultations regarding these
subsidies to o k place in Brussels. Frequently
mentioned w ords w e re 'Japan' and 'finan­
cial aid’. O f course, financial aid is neces­
sary, but n o t only that. Japan is a fact o f life,
and w e need to acknowledge th a t the
Japanese have perform ed b e tte r under the
present circumstances. But they should
n o t be blamed fo r o u r problems. W e must
w o rk to emerge fro m this impasse by
stimulating o u r available resources and
m otivating people to collective action.
W h ile this w ill n o t be simple, it is the only
way to create chances.
For the tim e being, how ever, o th e r
threats have loomed. The shortage o f p e r­
sonnel is both cyclic and structural. The im ­
age o f this industrial branch has reached an
all-tim e low . Several m illion guilders have
reserved fo r e ffo rts to im prove this. U n­
fortunately, this w ill co n trib u te little to so­
cial innovation. Especially n o t when the
FME, the social partner w h o has always
taken care n o t to become involved in the
shipbuilding industry negotiations, has put
fo rw a rd proposals to effectively tu rn back
the clock. A b o litio n o f collective educa­
tio n and training possibilities, cancellation
o f early re tire m e n t schemes, reinstating
Saturday as a regular w orkday w ith o u t e x ­
tra pay - all o f which am ount m ore to a
declaration o f w a r than a co n trib u tio n to
e xp loring o th e r w o rkin g forms. And aside
fro m the o th e r problems on the labor m ar­
k e t which have been suggested to be re ­
solved by hiring Spaniards and Portuguese.
W h y n o t just give Spain the financial sup­
p o rt reserved fo r the shipbuilding industry
are the nearly audible thoughts o f political
The Hague. Perhaps the regular con­
trib u to rs to this magazine could come up
w ith a form ula fo r this? That could make a
real difference. The people in the ship­
building industry still take pride in th e ir
w o rk , but it remains a fact th a t ships have
to b uilt by people.
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Coupon ongefrankeerd opsturen naar: Festo B.V., Antwoordnr. 465, 5600 WC Eindhoven.
SenW 57STE |A A R G A N G N R 2
93
Marine Structure
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Design, engineering
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Telex
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THE DEVELOPMENT IN SHIP DESIGN
FROM WORLD WAR II TO THE
PRESENT
In this article, a look is taken at the development o f the cargo liner since the end o f the second world war up to the time o f the first container
ships. Their design, and the more or less parallel development o f the Ro-Ro ships and the so-called multipurpose ships is then subsequently
discussed. In addition, trampers and their gradual replacement by bulk carriers, tankers and passenger ships is also briefly examined.
The fle e t in 1945
The Netherlands lost approxim ately 60%
of its prew ar capacity - some 525 ships
amounting to 1.7 m illion GRT. The firs t ad­
ditions made to the fle e t consisted prim ar­
ily o f American standard ships o f the Lib e r­
ty, V ictory and Baby fla tto p type, plus C.3
ships built shortly a fte r the w ar. A num ber
of ships which had been captured fro m the
Germans plus various vessels which had
been under construction and could only be
completed after the war, w e re later ad­
ded. The firs t big ships which had been
ordered by the shipping companies after
the war w e re taken into service in 1948.
These w ere sister ships to p re w a r type
ships which had undergone slight modifica­
tions, such as the Garoet-Slam at fro m the
KRL. Smaller types, many o f which w ere
built fo r the KPM, and coasters had been
completed earlier. By the end o f 1949, the
Dutch fleet had regained its prew ar
strength.
C o n s tru c tio n o f n e w ships fr o m
1949 o n w a rd
It was then the construction o f new ly de­
signed ships also started to pick up.
A good example o f these are the W O N O
ships from the KRL, a sh o rt description o f
which follow s here: The vessels w e re open
shelter deckers, and had a carrying capacity
o f 10,700 tons, and a speed o f 16 knots;
w ith a view to larger deck cargos, these
vessels had been b uilt w ith beams o f o ver
20 m „ a m e te r m ore than the G a ro e t class.
Power 7500 SHP w ith 12 passengers. The
ships had 5 cargo holds, and a c re w o f ap­
proxim ately 55.
fig. I M. S. Garoet
T ra d itio n dictated that the sailors, grea­
sers and p e tty officers had th e ir accomm o­
dations aft, and the o th e r cre w members
w e re housed in a compact deck house
above the engine ro o m betw een hold 3
and 4. This com pact deck house had been
copied fro m the C. 3 ships and was an e n o r­
mous im provem ent o ve r the split upper
deck found in many o f the p re w a r ships.
N early everyone had th e ir ow n cabin.
The ships w e re equipped w ith a single p ro ­
peller. They w ould have probably had tw in
propellers if they had been b u ilt before the
war. Compare, fo r example, the G aroet
type - 8400 SHP - 16 knots.
The low-speed diesel engine was clearly al­
ready in developm ent. The main engine
ran on residual fuel oil. The existing fleet
was converted fo r this.
The Lloyd and the SMN, to o , often carried
liquid cargos fro m Indonesia. The W onos
w e re th e re fo re equipped w ith eight 250to n and fo u r 500-ton tanks. The firs t in
hold 4, n e xt to the tunnel, the second high
up, in hold 3. The vegetable oils needed to
be heated during the voyage. This was
achieved w ith steam by means o f coils. The
tanks w e re also used fo r d ry cargos and
w a te r ballast. In the case o f dry cargo, a
flo o r ceiling was laid o ver the flo o r coils on
the double b o tto m , and the hatches had
been b u ilt as w ide as possible to enable
bulk cargo to be loaded as good as pos­
sible.
The tw eendeck hatches o f the d ry holds
w e re closed w ith norm al type w ooden
covers. These had the same size all
th ro u g h o u t the ship to avoid w ro n g de­
liveries when they needed to be replaced.
Because the ships w e re shelter deck ves­
sels, they featured the w e ll-kno w n (n o to ­
rious) 23 cm high coamings on the upper
tweendeck. T o make dragging the cargo
fro m the sides on the hatch easier and to
avoid damage, small ramps had been
fig. 2 M. S. Wonogiri
SenW 57STÉ jA A R G A N G N R 2
95
Technological developments
Industrial automation
System integration and automation
1 ! I
Logistic support, transfer of technology
N ed erlan dse V erenigde S c h e e p s b o u w Bureaus
P.O. B o x 1 6 3 5 0 ,2 5 0 0 BJ The H ague
Phone: ( + 3170) 3497979. T elex 31640 g en uf nl.
Fax: ( + 3170) 3854460
COST-EFFECTIVE SOLUTIONS FOR
A96
YOUR REQUIREMENTS
R o tte rd a m
1990
UPPERDECK (SHELTERDECK)
These objections became greater as tim e
w e n t on - and the wages increased.
S to w in g
I
p----------------NOT FLUSH!
è
fig. 3 Cross-section shelter-decker
welded on deck. The vertical side o f those
ramps had been built in such a way as to
support the batten wedges.
A fte r these w ere no longer legally re ­
quired,, these coamings w e re countersunk
in the new er shelter-deck ships, to make
the use o f fo rk lift trucks possible. H o w ­
ever, fo rk lift trucks could n o t be driven
over the wooden hatches as this w ould
create an excessively high local load. Many
of the w ooden hatches on existing ships
were replaced w ith aluminium ones during
that time. In im itation o f the C.3 ships, the
hatchways in the upper deck had been f it ­
ted w ith loose pontoon covers instead o f
the m ore usual w ooden hatches. They
were less liable to be beaten in during a
storm, stronger and flat. And labour
saving. W hen recovering the holds they
could be pulled in to place using a cargo
runner if the spread o f the d e rric k should
prove inadequate. It must be acknow led­
ged that the C.3 ships w e re , in many ways,
good carriers.
The vessels w e re also equipped w ith tw o
2.65 T derricks, which w e re generally un­
rigged according to the practice o f the
time (even the lightest equipm ent was par­
tially unrigged on long sea voyages during
these firs t years.) These masts had one
light pendant tackle, adjusted in such a way
that the pull required by the cargo winch
and sling winch w ould be the same. If the
mast had to swing o u t far, th re e brails
were necessary (one inside and tw o o u t-
SenWT7SÏ~E jAARG ANG N R T
side). The steel w ire o f the brail tackle was
as strong as the cargo runner o f the light
tackle (usually 3 tons). It to o k many hours
fo r the c re w to rig the vessel m oreover,
w hile the brails w e re being rigged, the
light tackle was te m p o ra rily blocked.
S tow ing away the cargo was all manually
carried o u t fo r a long tim e. The tw eendecks w e re packed in tw o layers as the
height to be loaded - 2.40-3.20 m was
simply beyond the reach o f human beings.
If a tw eendeck was n o t com pletely filled in
one p o rt, the cargo had to be w ell secured.
W oo d e n shores w e re used to do this, fas­
tened above and below depending on the
fastening possibilities, and often supported
by support stanchions placed at an angle.
A ll in all a great deal o f carpentry w o rk was
necessary in o rd e r to ensure that the cargo
could be transported safely and properly.
A large am ount o f dunnage w o o d was
used. Many cargos w e re not p e rm itte d to
be d ire ctly loaded o n to the steel deck, and
dunnage w o o d was used betw een the o f­
ten w e t, uneven layers. If, fo r example,
th e re w e re new cars to be transported,
these w ould often be placed on a layer o f
cargo covered w ith tw o layers o f dunnage
w o o d (double dunnage). It is nearly impos­
sible nowadays to imagine the am ount o f
manual labour involved in loading a ship o f
- 650 000 CFT o r 18 500 m 3!
The to ta l production o f the ship was low.
(-4 0 % at sea, 12% anchoring-m ooring,
27% waiting, 2 1% loading and unloading).
M ooring was also a slow process. The
m ooring cables w e re pulled in and held
taut o ve r a warping and o f the anchor
fig. 4 Stowing
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KHD
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SERVICE
SPARE
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DEUTZ
ENGINE
SALES
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R o tte rd a m
1990
winch, a warping winch (aft) and some­
times a cargo winch. A ll steel cables had to
be stopped (held taut by means o f a small
chain) and subsequently belayed on the
bollards, after w hich the stops w e re
removed. Also, the antennas betw een the
masts had to be taken down.
In the above, I have attem pted to provide
some idea o f the design, fittin g and use o f
freighters betw een 1950 and 1955. A fte r
this tim e faster ships came into use. The
most significant changes which w ere made
are discussed below.
P e r io d 19 5 6 - 1962
Between 1956 and 1962, ships ware taken
into service w hich w ere approxim ately 2
knots faster (18 knots). This had become
necessary due to the com petitiveness o f
the market. As a result, they w e re also
around 6 m eters longer. The num ber o f
holds was 6 o r 5. If there w e re 6, then the
engine room was located betw een hold 4
and 5. The p o w e r required was 1050011000 SHP. As the main engines w e re al­
ready ’supercharged’, the engine room
was not required to be any longer. The
propeller stern-fram e was enlarged some­
what, but remained closed although condi­
tions immediately above the p ro p e lle r be­
came barely acceptable.
Hatches
The upper deck hatches w e re generally o f
the MacGregor single pull type. Battening
down was no longer necessary, n o r w ere
tarpaulins, through which a great amount
o f tim e was saved. The deep tank hatches
were all hinged.
Loading G e ar
This remained essentially unchanged. The
light gear was suited fo r transferring 3 tons
instead o f 2 tons. The 10 to n equipm ent
was used on m ore hatches and adjusted in
such a way th a t the pendant on a w inch o f
the mast on deck could be adjusted w hile
loaded.
This made ’spottin g’ possible - setting car­
go down on a precisely designated site.
The heavy loading gear was b u ilt fo r a grea­
te r capacity. Hoisting capacity rose firs t to
85 and then 120 tons. The plain, often
square-shaped masts w e re replaced by
round masts o f high-quality steel. Good
examples o f these types ships are the:
KRL M-Lloyd and S-Lloyd types
SMN Karachi and N edereem s type
VNS S-Kerk type
H A L G -D ijk class.
become m ore im p o rta n t to ensure th a t
the smoothest possible inflow was created
fo r the propeller, which had to absorb the
enorm ous expansion in p o w e r (approx.
17000 SHP). The p ro p e lle r frame was fre ­
quently ’open’, i.e. no plate supporting the
ru d d e r post at the base was mounted.
N o t all the designs w e re equally successful
w ith regard to the amount o f vibration.
This was not so surprising as the p o w e r
handled by a single screw shot up, allowing
no tim e fo r a gradual adjustment to the
new situation. The shape o f the frame
tended to be conventional; the after body
acquired a sharper line. L ittle was know n
about the influence o f the shape o f the
frame on the inflow field. The design o f the
propeller, to o , was aimed prim arily at
achieving the highest possible efficiency.
The blade was shaped m ore like a
’machete’ than the ’sickle' found today,
w hich had to cut through the regularity o f
the inflow field. The flat stern, to o , was
also introduced around this time.
Some designs had an enorm ous bulb which
was practically cylindrical in cross-section.
If the d ra ft fo re was sufficient - and the
bulb was almost com pletely submerged and the sea was m oderate, this w o rke d
w ell. If this was n o t far enough under w a­
te r, it had no, o r even an adverse effect.
Since that tim e a great deal o f study has
been devoted to the shapes o f bulbs, and
this now can w o rk w ell on freighters w ith ­
in a certain draft and speed range.
L a y o u t o f th e ship
The engine room was generally located as
far aft as possible, to reserve the section
amidships fo r the cargo. This had always
been striven for, but had become m ore im ­
p o rta n t as the ships g re w faster and hence
m ore sharp in shape. The holds amidships generally th e re w e re 3 - w e re equipped
w ith three w ide hatchways, in o rd e r to re ­
s tric t stowage below deck as far as possi­
ble. These hatchways w e re covered as a
rule by hydraulically operated steel
hatches.
S tre n g th
The axial strength also started to demand
a ttention, as did the problem o f torsion.
H ere to o , only scanty knowledge was
available about the load to which the hull
was subjected, especially at sea. M oreover,
nowadays there are far b e tte r calculation
m ethods available which allow the tension
and material dimensions to be far m ore ac­
curately determ ined.
H e a v y lo a d in g g e a r fo re
In the fo re body - hatchway I and 2 - usu­
ally one hatchway was installed. A certain
amount o f free deck surface was desirable
fo r general deck cargo o r heavy cargo.
Here, to o , was w here the heavy loading
equipm ent stood. O fte n , a Stiilcken d e r­
rick boom was included. This had the ad­
vantage o f being able to w o rk in tw o holds
at the same time. If this was n o t required,
then it functioned as a d e rric k w ith tw o
pendants, sufficiently far apart to ensure
the stability o f the d e rric k when making a
list in o utboard position. The heavy gear
was now at any rate independent fro m the
light tackle and was always on standby.
L ig h t lo a d in g gear
If this consisted o f derricks, the equipm ent
had been automated. The capacity was 5
and 10 tons, w ith coupled cargo runners 3
tons. A pair o f derricks (P-SB) operated
using one loading winch and one pendant
winch per d e rrick and 3 brail winches, 2
o u te r and one inner brail, which meant a
total o f 7. W ith the aid o f an e xtra stick,
the d e rrick could be swung and/or raised
fig. 5 The 'Merwelloyd'
20 k n o t ships
A fte r this period, ships w e re developed
which had speeds o f approx. 20 knots.
Shape
Especially the shape o f the stern started to
SenW 57STE [A A R G Ä N G N R 2
99
fig. 6 Hold-plan 'W -ke rk'
o r dropped. The direction, in which the
stick was moved corresponded to th a t o f
the derrick. If the d e rrick was raised, the
brails w ere eased, during which process
they remained taut due to certain amount
of prestressing.
If the d e rrick was swung, one brail was
shortened w hile the o th e r slackened.
S to w a g e o f th e ca rg o
A pp ro xim ately the tim e that these types
o f ships w ere taken in to service, stowage
methods w e re also undergoing rapid
change. C ertain cargos w ere stropped in
advance, others palletized, in short, cargos
now tended to be mainly processed in
units. These units w ere driven to th e ir pla­
ces on board using fo rk lift trucks. This was
the procedure on all vessels in service at
the tim e, even in the holds constructed
w ith three hatches, because these units
could n o t be handled manually.
The stanchions w ere also im proved due to
the application o f aluminium, H -profile
supports and telescopic supports which
w e re clamped betw een decks. C -hooks
w e re ofte n used fo r picking up pallets.
These had spoons which w e re inserted in­
to the pallets, which made it possible to
w o rk very fast. A t the same tim e, this new
procedure meant th a t far less dunnage
w o o d was needed, Fixed lighting in the
hold had already become standard by that
tim e, w hich saved both tim e and m ainte­
nance. A few ships w e re also equipped
w ith doors built into the side o f the ship,
such as, fo r example, T rid e n t Am sterdam
- KNSM. These doors offered the possibi­
lity o f loading cargo d ire ctly per tru c k
fro m the w harf via an adjustible platform
by means o f a second fo rk lift tru c k on sho­
re, into the to p tweendeck. The d o o r was
installed in a pier betw een the hatches o f
tw o holds. D o ors that closed o ff the upper
deck w ere another possibility, how ever
these could n o t be used if the upper tw een
deck was lo w e r than the quay (deep
draught and/or lo w w ater).
D e ck e q u ip m e n t
In o rd e r to save tim e, and to speed up the
round trip , much a tte n tio n was devoted to
the m ooring equipment. O fte n m ooring
was carried o u t w ith a com bination o f steel
cable and polypropylene hawsers. The
steel cables w ere w ound on m ooring w in ­
ches. There was no longer any need fo r the
tim e-consum ing and complicated process
o f stopping and belaying on bollards. The
hawsers, made o f synthetic material, w ere
hauled in using a warping pin o r capstan.
The hawser disappeared d ire ctly behind
the sailor entrusted w ith this task, in a
hatch in a hawser locke r below deck.
A ll these added features made the ships
100
fast, both at sea and in p o rt, and it became
im p o rta n t to organise the ’shore’ in such a
way th a t w aiting times w e re restricted to
a minimum. These had also become very
expensive which made operating efficiency
vital.
T o reduce c re w costs, a large am ount o f
the manual w o rk on deck and in the engine
ro o m was curtailed. C rew s w e re reduced,
as early as this, fro m 55 to approx. 35 p e r­
sons. The ships no longer carried any pas­
senger, which made a slight difference in
the numbers em ployed in the catering de­
partm ent. In the hatches and the loading
gear, there w e re hundreds o f bearings and
hinges. T o save w o rk , these w e re con­
structed in such a way that no greasing was
required.
N o t all the shipowners had had ’open’ ves­
sels b u ilt (H A L - G. DIJK Class). Despite
the size o f the openings, a considerable
am ount o f space remained below deck
w hich had to be stow ed w ith a fo rk lift
tru c k because pallets, etc. coufd n o t be
moved manually.
Many o f the systems in the engine room
had already been com puterised, in order
to reduce w aiting tim es and the number of
cre w needed. O perating fro m the bridge
was introduced and was soon widespread.
Loading and unloading the vessels took
very little tim e. This was often carried out
much faster than on shore, w ith the conse­
quence that it was n o t possible fo r the en­
tire package o f expensive measures which
had been installed to always be fully uti­
lized. T o o often, the hook could be seen
w aiting patiently above the quay. Many ye­
ars later, the firs t outlines o f the cellular
container ships appeared. As a result, these
m odern freighters w e re pushed o u t of
th e ir original service and an a tte m p t was
made to make them profitable in other
areas o f shipping. Provided the vessels
w e re technically in good shape - engines,
hatches, loading gear - the m ore suitable
they w ere, o r could be made, fo r carrying
the new containers, and hence the longer
they w e re retained. U nfortunately, the
shipowning companies paid far to little at­
SenW 57STE IA A R G A N G NR 2
R o tte rd a m
1990
fig. 7 Plan o f Ai. S. ’Grebbedljk’
tention to ’container minded’ ship design.
The c o n ta in e r ship
The present concept o f the container o ri­
ginated in the USA. A fte r the system had
been applied there, mainly using converted
ships, it was subsequently introduced in
the shipping area betw een the USA and
the European continent. The firs t fully cel­
lular container ships ordered by a Euro­
pean shipowning company - the so-called
first generation - w e re fo r H A P A G -Lloyd,
and o f the Elbe- and W eserexpress class.
The ships w e re fit up fo r 20' and 40' con­
tainers in accordance w ith ISO standards.
One American shipow ner had already
introduced a 35' container as standard, but
this size was to disappear in the course of
time. The design o f these vessels has been
called, among oth ers things, a leap into
cold w ater. T here w e re no precedents,
and the construction tim e was only 15
months!
S tre ng th
There is n o t much available fo r the axial
strength in a container ship - 80 to 8 5% is
’open’.
Moreover, the transverse piers betw een
the hatches are n arrow and c o n trib u te
very little to the torsional stiffness. This
stiffness is obtained almost e n tire ly fro m
the closed parts o f the ship - fo re body,
deck at the site o f the engine room and
quarter deck. The torsion is mainly due to
the waves which h it the ship on a diagonal,
distorting the fore and aft body. High
grade steel is used fo r the upper ’b o x ’ con­
struction w hile enorm ous concentrations
o f tension occur at the corners o f the
hatchways. N e w , unknown problems
loomed which urgently required solving.
Even in the open fre ig h t carriers, des­
cribed above, to rsio n was hardly a p ro b ­
lem as the ’piers’ bu ilt crossways betw een
the hatches (approx. 6 m eters long) w e re
sufficiently rigid as to prevent, alm ost en­
tirely, any m ovem ent on the p o rt side in
relation to the starboard side. Since that
time, a great deal o f pioneering w o rk has
SenW 57STE IA A R G A N G NR 2
been carried o u t in o rd e r to increase the
understanding o f this material and to deve­
lop the necessary calculation procedures.
H ow ever, before any welfounded conclu­
sions could be drawn, the firs t container
ships had already been built. In retrospect,
these vessels w e re very w ell designed, as
they w ere able to be considerably e xte n ­
ded later.
These firs t generation vessels w e re rapidly
fo llo w e d by the so-called second genera­
tio n , which vessels w e re taken in to service
as early as 1968. Thes w e re th e single­
screw tu rb in e ships o f the O C L, the Encounterbay class. Service: Australia - Eu­
rope. Key specifications:
L x B x H = approx. 2 I3 x 30.3 x
16.50 m.
Power/speed: approx. 32000 S HP/2I.5
knots at 140 rev/min.
The frame shape was still conventional, but
could be im proved as far as reducing the
amount o f vibration w ent. Many container
ships o f this capacity/speed class had expe­
rienced problems w ith this. From this
view point, the oil crisis o f 1973, during
which fuel prices soared and as a result o f
which many ships reduced th e ir speed by a
fe w knots, turned o u t to be a blessing in
disguise, n o t in the least fo r the crew .
The modern propeller, w ith its sickle­
shaped blades which passes the strongly ir ­
regular velocity field far m ore gradually,
also im p o rta n tly c o n trib u te d to the de­
crease in damage and discom fort. The
number o f revolutions is relatively high,
which is a disadvantage.
The ship has a m oderately w ide stern. As
no containers had been planned on the
q u a rte r deck, this fits w ell in to the design
as a w hole. The fo re body is characterised
by a ve ry pronounced flair, which, by
means o f a curved line, becomes a steeply
angled hull at the p o in t o f the long fo re ­
castle. The aim is to p ro te c t the deck con­
tainers ar far as possible fro m ’green’ (mas­
sive) w ater. The engine room was placed
as far aft as possible, as this yielded the
greatest am ount o f container space. A n o ­
th e r reason was to avoid having to raise
the shore container cranes when passing
the accommodation. H ow ever, this w ill
certainly have increased the am ount o f vi­
bration and noise in the engine room and
deck house.
The cooling system fo r the refrigerated
containers was also very sophisticated fo r
its tim e. O ne co o le r was installed per stack
(o f six containers), w hich circulated the
cold air through the containers.
A u to m a tic couplings, w hich w ere springloaded and pneumatically operated, con­
nected tl?e container and the air duct by
means o f inflatable bellows. The num ber o f
refrigerated containers was over 300
(40% o f the capacity below deck). The sys­
tem was applied later on o th e r lines, and
also fo r 40' containers. The great advan­
tage o f this system was the fact that the
containers did not each have th e ir ow n
cooling unit w ith all the accompanying
maintenance and flo w problems.
The disadvantages w ere, and are:
1) In w arm er regions, carriage on land
make a re frig e ra tio n system necessary in
terminals and trucks fo r long distances.
2) Due to the lack o f standardization o f
containers w ith heights o f 8 ' and heights o f
8 '6 ’’, the interchangeability o f ships and
containers tends to be poor.
W ith a view to technical im provements,
the system in w hich each container is
equipped w ith a separate re frigeration
unit, a system w hich is far m ore flexible,
w ill be increasingly applied. This w ill also
allow a b e tte r d istribution o f the invest­
m ent costs (ships, containers).
The total capacity in 20' containers, 774
below deck and 526 on deck was later con­
siderably expanded by the application o f a
4th layer, which soon became general, and
on p o rt and starboard a ro w on deck
above the gangways. A ll beginnings are d if­
ficult, and the engineers and entrepeneurs
w h o introduced this ship deserve o u r full
respect.
The firs t D utch container ship (o f this
class) was the A bel Tasman, which sadly
enough, was scrapped in 1986, fo r reasons
o th e r than technical ones. The ship was deI0 I
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A102
R o tte rd a m
1990
signed by Blohmen Voss and was a sister
ship to the Sidney Express. This vessel was
11 meters longer ye t the space available
was not utilized w ith maximum efficiency.
The num ber o f bays was no larger than
found on the O C L ships. There was, m o re ­
over, space fo r only 100 re frigeration con­
tainers, which required even less length.
To avoid the risk o f vibration, the deck
house had been placed I -40’ bay forwards.
The vessel was d ire ctly equipped fo r 12
broad and 4 high deck containers. The
lashing system fo r the fo u r layers o f deck
containers was extrem e ly reliable and
sound, but consisted o f a maze o f rods and
tightening screws, which demanded much
time and attention. Later, experience
showed that this could be substantially re ­
duced w ith o u t problem .
The th ird g e n e ra tio n
Once again, it was the English w h o set the
pace. English ships w e re bu ilt fo r the Euro­
pe - Eastern Asia service. The English ships
(Liverpool bay class) w e re o rd ered in May
1969. The main dimensions w e re chosen as
to be able to just barely navigate the Pana­
ma Canal. They w e re tw in-screw ed ships,
driven by 2 X 40,000 SHP steam turbines,
good fo r a safe service speed o f 26 knots.
The choice was determ ined by the desire
fo r operational reliability and less m ainte­
nance. N edlloyd, to o , p u t 2 such ships into
service, both o f which had been designed
by their ow n architectural agency (N e d ­
lloyd D class). The vital statistics o f these
ships were:
Main dimension: L X B x H = 287 x 32.24
X 25 m
Capacity in TEU below deck/ deck =
2020/930.
Shape
In the fo re body a large flair is constructed
above the w ater, in o rd e r to p ro te c t the
deck containers against green w a te r (com ­
parable to the Encounter Bay Class). The
bulb was designed to have the greatest ef­
fe ct at high speeds. In the after body, the
fram e shape is rather flat, which fits w ith
the ra th e r flat, broad stern. A closed skeg
was installed, w hich is connected to an (6
m e te r long) unbalanced rudder. The shaft­
ing, 6 m fro m the centerline, runs parallel
and slope. In the engine ro o m as lo w as
possible - taking the gear case as represen­
ta tive - and at the screw also as lo w as pos­
sible. The shaft tunnels w e re composed o f
sm ooth, circular pipes w ith a minimum
diam eter ( 1750) and supported at the back
by tw o p ro p e lle r struts - the narrow est
possible. Conventional shell bossing,
G rim m W heels and shafts w ith o u t casing
w e re also considered. The narrow est o b ­
stacles are the best fro m a hydrodynamical
po in t o f view. H ow ever, shafts w ith o u t
casing tend to develop considerable
‘bumps' at the couplings and the in te rm e ­
diate struts, w hile adjustment in the case o f
unforeseen shaft vibrations and adjust­
ments in shaft length are practically ruled
out. The struts produce fe w disto rtio n s in
the wakefield. O f course they have been
placed as precisely as possible in the d ire c­
tio n o f the flow.
These ships are subject to virtually no v i­
bration and this shell bossing construction
has been successfully applied by many. The
unbalanced ru dder has a rudder deflection
o f 45° at m oderate speeds and combined
w ith the closed skeg, has good manoeu­
vring characteristics. The steering gear has
a maximum m om ent o f I 100 m tons! In a
follow ing design - m o to r vessel N edlloyd
H-class - it became evident th a t the resis­
tance o f the shaft bossing is less w ith h o ri­
zontal shafts; the angle betw een the shaft
bosssing and the upward flow ing w a te r
w ith the flat a fte r body o f the ship is smal­
ler. In the D-class, the fear o f vibration was
so great th a t the screws - diam. 6.350 at
I 35 rev/min. w e re m ounted as lo w as pos­
sible.
U p to this tim e, six high containers had al­
ways been loaded in to the holds. The c o r­
ner struts w e re built, as regards strength,
based on this, and taking a vertical acceler­
ation o f I g. ( 10 m/sec2) in to account. The
th ird generation o f ships how ever, fea­
tures tw o layers in the hull. For this reason,
the design provided fo r so-called ’bed­
steads', which w ere interm ediate supports
which passed the load o f the upper layers
o n to the ship’s actual structure. Accelera­
tio n tests have shown th a t these - from an
operational po in t o f view, absurdities could be le ft off, as these long ships proved
to have a far smaller acceleration.
Three container layers w e re able to be
placed on deck. This was the maximum fo r
many cranes - and a to ta l o f 12 layers. This
depth was also chosen to simplify the lash­
ing system o f the deck containers, taking
the experience gained w ith the ship o f the
second generaton. For the sake o f stability,
the containers must n o t weigh to o much.
M oreover, at a GM o f 0.3 - 0.5 m. the peri­
od o f oscillation o f these ships is 20-25 sec­
onds, which is very good fo r the forces o c­
curring in the lashing systems.
In these ships, just as in the second genera­
tio n vessels, 4 m ooring winches have been
installed b oth fo re and aft. The holding
force is adjustable. Depending on wind
force and dire ctio n and sometimes c u r­
rent, this can be adjusted and centrally
m o n ito re d to save w o rk . The vessels are
equipped w ith a gangway ladder w hich can
fig. 8 The first OCL-containership
SenW 57STE IA A R G A N G N R 2
I03
fig. 9 The 'Abel Tasman'
be swung o u t and has been constructed as
a bridge, a handy feature w ith such a depth.
This ladder can be le t dow n fast to allow
customs officers, pilots and o th e r com pul­
sory visitors on board to ensure th a t m at­
ters are dealt w ith sm oothly and w ith o u t
hitches in p o rt.
Following the oil crisis in 1973, the service
speed o f the vessels was reduced to - 22.5
knots and the ships w e re converted to
m o to r vessels w ith 48.000 SHP at 112
revs/min. The bulb, to o , was adjusted. A
few ships o f this class w e re b u ilt d ire ctly as
m o to r vessels. Typical examples are the
Scandinavian 3-screwed models, construc­
ted at a tim e when the capacity required
could n o t be furnished by tw o engines.
Some years later, w hen this had become
possible, various tw in-screw ed vessels
w ere built in Japan as m o to r ships. This was
the largest class o f ship th ro u g h o u t a p e ri­
od o f I 5 years ( 1972 - 1987). In capacity
they w e re surpassed only, by the ships o f
the U.S. line - Panama canal dimensions,
service speed 17 knots - b uilt in South K o ­
rea. These ships w e re b uilt to carry only
4 0 ’ containers.
be required to stabilize the vessel.
The APL w e n t even fu rth e r fo r reasons o f
economy. In the case o f only partial load­
ing, this w ill almost certainly lead to ships
w ith a stiffness comparable to th a t o f the
32.30 m etre vessels, w hich are able to car­
ry I I layers in total.
N e w D e v e lo p m e n ts
In the future, the almost magical breadth o f
the Panama Canal w ill n o t fo rm the re s tric ­
tio n it does today fo r container ships. T o
realize a g ro w th in trade, vessels w ith a
gre a te r capacity w ill be increasingly de­
manded by the tru n k lines, especially as
loading and unloading tim e can no longer
be shortened by the use o f ever faster
cranes and s w ifte r carrying on and o ff pro­
cedures at the term inal itself.
The present types o f ship w ith container
cells in the hull, hatches and deck contain­
ers placed on fittings and lashes are cer­
tainly n o t the ultim ate in efficiency for
especially large ships w ith a great deal of
freeboard, as:
a) A ll fittings - 2500 fo r a th ird generation
ship - must be m ounted and removed
again.
b) deck container w o rk is slowly disap­
pearing (to o dangerous) and fittings must
be fastened fro m a cage attached to crane
spreader.
c) in ships w ith 4 cargo layers, the bottom
layer must also be lashed - rods + tighte n­
ing screws o r o th e r comparable method.
A ll this costs tim e, money and mainte­
nance.
d) the hatches have to be opened/shut, and
e) last but n o t least, containers and hatches
have to be shifted, which is expensive!
Hence the high decked ships, which have
very little problem s w ith o ve rflow ing wa­
te r, are b u ilt w ith o u t hatches and the con­
tainer spaces are raised to the to p layer,
w ith the exception o f th e forem ost hatch­
N o n P a na m a vessels
A fte r 1987, the Am erican President Line,
to o put a num ber o f 38 m wide, single­
screwed ships into service w ith speeds o f
23 knots. It should be noted that the Pana­
ma Canal beam p e rm itte d ( 1 0 6 '= 32.3
m.) is actually to o small fo r 12 layers o f
containers. By placing the heaviest con­
tainers at th e b o tto m and filling the double
b o tto m com partm ents w ith w a te r ballast,
a useable w eight o f the deck containers can
be achieved. M oreover, as a rule, em pty
containers also have to be carried. These
should preferably be placed in the highest
layer. The best sea ship fo r 12 layers (be­
lo w and on deck) w ould be 35 m etres
w ide. W a te r ballast w ould then no longer
fig. 10 The 'Nedlloyd Delft', Bossing and strut
104
SenW 57STE jA A R G A N G N R 2
R o tte rd a m
1990
es, as a result o f which the disadvantages
listed above w ill be practically all taken
care of, although the maintenance w ill be
somewhat increased, and w ind resistance
slighty higher.
From 1973 up to the present a great many
cellular container ships o f all shapes and
sizes w e re taken in to service. Enormous
tw inscrew ed vessels w e re built up to 1980
w ith service speeds o f 23 knots. A fte r that
time, the required p o w e r was able to be
provided by a diesel engine. Some o f the
vessels w e re equipped w ith 36-40 ton
cranes in o rd e r to be able to unload and
load themselves in certain ports. O fte n a
20'-4 0' telescope spreader was applied.
For some services, w ere swells w e re apt
to occur in the harbour basin, even m obile
gantry cranes w e re used to sufficiently re ­
strict the fo re and aft lurching o f the con­
tainers. Besides frozen cargo, all o th e r
kinds o f chilled cargo was carried by con­
tainer, including many types o f fru it. This
sometimes
required
a considerable
amount o f ventilating to keep the C 0 2 and
ethylene co n te n t at the levels desired d u r­
ing the ripening process.
As a rule, such ships are able to carry a
large num ber o f containers {b u t n o t in
cells) and have th e ir ow n loading gear (25 40) to n cranes w ith a large spread. They
usually feature broad, double hatches,
which are long enough to hold th re e 20'
containers. H o w eve r, they also need deck
room fo r so-called break bulk cargo and
are generally constructed w ith one deck,
o r sometimes 2. These ships can vary
greatly, fro m small fender ships to quite
large ships o f up to 170 m ( 100 TEU - 1400
TEU), w ith speeds o f betw een 14 and 17
knots. Some o f the ships are equipped w ith
derricks, but a fe w 3 6 -4 0 to n cranes o r
double cranes (2-25 tons) are far m ore
suited fo r container handling.
In the smaller-sized ships, the cranes w ere
often placed com pletely to one side, as to
form no obstacle in the holds and to be as
accessible as possible fo r the shore con­
tainer bridges. The smaller ships w e re o f­
ten ve ry lo w in o rd e r to keep the tonnage
under a certain value in connection w ith
the num ber o f cre w required. The
strength and w atertightness o f the hatches
are e xtre m e ly im p o rta n t in such a case, as
these could come under w a te r on the low
side at a ro lling angle o f 25°. O ften, the
deck is already in the w a te r w ith a list o f
20°, after w hich th e stabilizing righting arm
rapidly drops away and the e x te n t o f stabil­
ity becomes marginal. The relationship be­
tw een tonnage and c re w is w ro n g in such a
case, and leads to the design o f dangerous
ships.
R oll-on R o ll-o ff ships
This type o f ship originated in Sweden and
was initially meant to enable alle cargo to
SenW 57STE [Ä A R G A N G N R 2
be driven o n /o ff board. In the large ships,
this takes place via a broad q u a rte r hull ly­
ing on the quay at an angle o f 35-40 de­
grees to the centre line o f the vessel. N o
loading gear is required on the quay, as the
vessels use th e ir ow n trucks. In the m ore
recent types, the hull is 12 m w ide increas­
ing to 25 m at the stern. Fixed ramps then
give access to 3 levels, each w ith an open
e n try w id th o f 9 m, which can accom m o­
date 3 trailers. So that the main engine
could be placed as far as possible in the af­
te r body, th e ramp is at the m iddle o f the
th re e entrances.
The height o f the decks is determ ined
based on the use o f the ship. For heavy car­
go which demands less height, 3 100 mm
fro m the tank to p up is reasonable. For
tra ile r decks, 4400 mm is a good height. A t
least one deck (and sometimes tw o ) is suit­
able fo r tw o layers o f containers, fo r which
6350 mm fre e height is required. This
height is also e xtre m e ly suited fo r heavy
cargo o f all kinds. The freeboard deck is
used to bridge the slightest differences in
height. A sufficient num ber o f lashing eyes
and container fittings have been m ounted
on all decks so that every kind o f cargo can
be well-lashed.
T o prevent the exhaust gasses fro m the
diesel trucks fro m accumulating in the
decks, an exceedingly strong ventilation
system is installed, usually in the sides o f
the ship. Some ships have been partially
equipped w ith decks which are able to be
lifted up fo r cars. As a rule, a large number
o f electrical connections fo r refrigerating
containers are also provided. Containers
which can be arranged aft and fo re as w ell
as athwartships, are preferably stow ed on
the to p deck. If use is to be made o f a con­
tainer, they must have been arranged lon­
gitudinally.
Shape o f ship
T o give the entrance at the stern max­
imum breadth, an e xtre m e ly flat frame
shape is required at th a t point. Also, the
steering gear must be installed under the
boarding deck, in as little space as possible.
The propeller, which should preferably
n o t be re stricte d in diam eter and the
clearance to the shell above it, are under
slight pressure as the height o f the
threshold is n o t unlim ited. A lightly laden
ship, high w a te r and hence a lo w quay
w ould make the ramp to o steep to drive
on. This makes it very com plicated to con­
stru ct a good ship w ith little vibration.
W a te r tig h t la y o u t
Ro-Ro ships require large free decks to
realize o p tim u m stowage and manageabili­
ty possibilities fo r the cargo. It is th e re fo re
desirable to keep the space under the
freeboard deck, betw een the fo rw a rd engineroom bulkhead and fo re peak, com ­
pletely open, hence no w a te rtig h t bulk­
heads. A side collision, in w hich the damage
is deeper than the w id th o f the side tank, is
th e re fo re fatal and the vessel could sink
very fast. The Scandinavian vessels are o f­
ten equipped w ith a revolving w a te rtig h t
bulkhead composed o f tw o sections in the
holds under the freeboard deck, which
makes the situation slightly less dangerous.
If a collision should take place at the
freeboard deck, this w il generally cause a
list in this d irection - side tanks which have
filled up - and in the case o f load draft, w a­
te r w ill gather on the freeboard deck. This
decreases the stability due to the high
centre o f gravity o f the w ater.
If the damage is slight, d ro p chutes can be
used fo r draining the w a te r o ff to the tanktop, how ever, clearly this is n o t the solu­
tio n in the case o f substantial damage. N o
legal requirem ents have, as yet, been set
up as regards a w a te rtig h t lay-out fo r
freighters. It should be clear that all im ­
provem ents are made at the cost o f the
economic efficiency o f this type o f ship.
The alternative co n tru ctio n fo r Ro-Ro pas­
senger ships w ith the B 5 longitudinal bulk­
heads under the free board deck w ould
have a disastrous effect on the econonomic
efficiency o f these ships. As far as I know ,
up to the present no enorm ous disasters
have occurred w ith any large Ro-Ro ships
and they are almost certainly safer than
tankers. As the reader is no doubt aware,
there are many smaller Ro-Ro ships fo r
w est European and M editerranean sea ser­
vices, which cannot all be dealt w ith here. If
they also carry passengers, then the stiffer
requirem ents applying to passenger ves­
sels w ill hold. These have, rightly, become
far m ore stringent th ro u g h o u t the years. In
general, the Ro-Ro vessels are especially
suited fo r s h o rte r distances because o f
th e ir fle xib ility. For longer distances, cellu­
lar containers are m ore economical.
T y p e o f ca rg o
In o rd e r to function well, sufficient driven
cargo is necessary. If this should be lacking,
fo r example because it fails to sell, such as
happened in the M iddle East, then the
econom ic advantages o f the vessel become
threatened. Some vessels have been em ­
ployed to back up a container service. This
can tu rn o u t to be a good arrangement. If
to o much o f the cargo should consist o f
containers, making it necessary to place an
excessive number o f these in the hull, load­
ing and unloading w ill become to o expen­
sive and uneconomical in operation. The
e ve r-g ro w in g tendency tow ards containerization reduces the need fo r these
vessels. It w ould seem th a t th e ir prim e is
past.
B u lk c a rrie rs
The w e ll-kn o w n tra m p e r dating fro m be­
105
fig. 11 M ulti purpose bulk-carrier 'Moordrecht'
fo re the war, w ith one tw eendeck and bal­
last tanks in hold 3, suitable fo r carrying
grain and o th e r bulk cargo, has gradually
disappeared since the in tro d u ctio n o f the
self trim m ing bulk carrie r ( 19 6 0 -1962). In
addition to the norm al w o rk w hich in­
volved opening and closing the hatches, in
the case o f changing cargos, such as fo r e x ­
ample grain/w ood, it was necessary to
continually break dow n and build up the
scaffolding o f the feeders.
The first bulk carriers had a carrying capac­
ity o f 15,000 tons. This capacity also e x ­
panded rapidly. Today’s grain ships carry
up to 60,000 tons and are usually Panamax
vessels. Bulk carriers fo r ore, coal etc. are
often much larger; 150,000 tons is n o t e x ­
ceptional. The smaller ships o f up to
40,000 tons often carry th e ir ow n loading
gear ( I crane o f 25 tons per hold).
The num ber o f holds tends to be uneven:
5, 7 o r 9. The unevenly numbered holds
are usually s h o rte r than those w ith even
numbers. W hen heavy o re is being carried,
only these sho rte r holds are filled. The sta­
b ility and especially the oscillation period is
much b e tte r than if all the holds w e re to be
filled. Unloading, to o , goes faster, w ith less
cleaning and trim m ing w o rk . The speed o f
the bulk carriers is a very stable 14-15
knots. The to p side tanks are sometimes
used fo r light grain. They are also equipped
w ith small trapdoors in the to p deck and
chute traps in the b o tto m . The n a rro w
b o tto m , w ith a w id th o f a m eter, should be
free o f all structural members, so that the
bo tto m s can be easily sw e p t clean. This
106
type is optim ally unloaded using grabs.
In addition to this firs t original type, the socalled open bulk c a rrie r was later also de­
veloped. These ships are com pletely dou­
ble-walled, w ith e xtre m e ly broad hatches.
They are less suited fo r unloading w ith
grabs because all the walls are vertical and
hence the surface area o f the b o tto m is
very large and n o t self-trim m ing. They
should also n o t be used to carry very heavy
ore, as they are then to o stiff. H ow ever,
they are e xtre m e ly suited fo r many types
o f special cargos, fo r example long, th in ­
shaped cargos such as pipes o r w ood. The
hatches o f regular bulk carriers are to o
sh o rt fo r these. M oreover, the hatch
length and w id th are many tim es larger
than the size o f the containers often car­
ried by these ships, sometimes even on a
line service basis.
This type can have a carrying capacity o f
up to 45,000 tons. They are norm ally
equipped w ith cranes o f 40 tons, one per
hold. They are obviously n o t ideal fo r car­
rying containers. They have no cells and
the w e ig h t o f the containers on the hatch­
es is lim ited by the stability. They are ’fu ll’
ships, w ith a relatively small w aterline sur­
face - sheer rib fram e and n a rro w stern. As
a result, the m etacenter height is much
smaller than in th e m ore strongly built
container ships, w h e re m oreover, a high
m etacenter is aimed at by the application
o f V -ribs and a broad stern.
T a n k e rs
H ere, to o , enorm ous changes have taken
place since 1945. The m ajority o f prewar
tankers had carrying capacities o f between
9000-12000 tons. Tanker sizes soon in­
creased and this type o f vessel began to be
re ferred to in superlatives, i.e. mammoth
tankers, V C C L ’s (very large crude car­
riers) and U C C L ’s (u ltra large crude car­
riers). The Tina Onassis, taken in to service
in 1953, had a carrying capacity o f 45,000
tons, and by 1966/67 capacities had already
climed to 200,000 tons.
Since 1970, (to o ) many 330,000 to n tank­
ers w e re built, w ith some even reaching
550,000 tons.
Som ewhere around 1964, the practice of
building the deck house amidships was
dropped and it became custom ary fo r the
e n tire accomm odation to be placed on the
aft part o f the vessel. The num ber o f cargo
tanks was drastically reduced. This g ro w th
was so explosive w ith in such a short time
that the experience was lacking to be able
to im mediately adapt the various stru ctu r­
al parts. It did become possible, however,
to calculate the many constructions by
com puter.
This included problems w ith the under­
standing o f the load to which certain struc­
tures are exposed. Thus in the larger ships,
th e re w e re great difficulties in the struc­
tu re o f the b o tto m , fo r example w ith the
transverse webs in the middle tanks, due
to the fact that the side tanks w e re asym­
m etrically empty. The cross bulkheads in
the long middle tanks w e re subject to ex­
tra loads due to the longitudinal move­
m e n t o f the liquid cargo in tanks which had
SenW 57STE jA A R G A N G NR 2
R o tte rd a m
1990
not been com pletely filled, w hile damage
to the shell occurred betw een the loaded
draught and the upper deck as a result o f
changing wave loads. The jo in t along the
web frame w ould sta rt to rip, which some­
times w ould progress to the w eb and even
lead to cracks in the skin.
Furthermore, adaptions w e re also re ­
quired on the part o f the yards building the
new tankers. These yards had to undergo a
thorough reorganization due to the sheer
size o f the tankers, which made it neces­
sary e.g. to ensure there was tra n p o rta tio n
to the ship and that the b o tto m o f the to p
deck was accessible, all m atters which
proved to be e xtre m e ly expensive if not
provided fo r on tim e.
Many shipyards w e re swamped w ith grave
financial difficulties because o f a failure to
recognize these new developm ents on
time. The consequences o f a leaking tank­
er, as a result o f stranding o r explosion, are
only to o familiar. These hazards have re ­
sulted in international regulations which
strongly re strict vessel dimensions. H o w ­
ever, it is still p e rm itte d to use cargo tanks
for w ater ballast, and a double b o tto m is
mandatory only fo r chemical tankers.
The regulations regarding oil pollution, in­
e rt gas installations, fire safety, minimum
draught and maximum trim , and steering
|
fig. I 2M. S. ’Norsun’
engine co n tro l etc. have become much
stric te r. In addition to crude oil tankers,
th e re are also tankers w hich carry p ro d ­
ucts and shemicals. As the cargo o f the
ships m entioned above becomes succes­
sively m ore dangerous, the legal regula­
tions regarding these ships also become
s tric te r and s tricte r.
Passenger lin e rs
The existing services w ere resumed as
soon as possible after the w ar w ith the
ships which had survived. H ow ever, no
new ships w ere b uilt fo r the line to In­
donesia. O n ly the H A L commissioned the
construction o f tw o new ships, namely the
Statendam and the R otterdam . These
w e re later rem oved fro m the N o rth
Am erican line to become cruise liners
(1970). The cruise operations w e re suc­
cessfully run by the H A L w ith another
th re e new ships and a number o f con­
verted vessels. U nfortunately, it has now
passed in to o th e r (Am erican) hands.
The Stoomvaartmaatschappij Zeeland op­
erated a num ber o f ferries, the latest o f
w hich w e re b uilt as ro -ro ships, fo r carry­
ing cars and a lim ited num ber o f trailers.
The company has since become part o f the
Stena Line.
N oordzee
Veerdiensten, which was
founded in 1966 in Am sterdam , jo in tly
operates a num ber o f services betw een
E u ro p o o rt - Hull and Zeebrugge - Hull fo r
passengers and trailers/personal cars w ith
the English shipping company P & O.
The m ost recent arrival is the Norsun,
whose co u n te rp a rt is the Norsea. T o ­
gether they maintain a daily service be­
tw een E u ro p o o rt - Hull. They are able to
accommodate 1250 passengers and 950
automobiles, o r 280 cars and 120 fo rty fo o t trailers. The carrying capacity is 6300
tons, an im p o rta n t figure fo r the shipow ­
ners in view o f the e ver-grow ing tra ile r
w eight. The main dimensions o f the vessels
are all a t the maximum in connection w ith
the swinging space in E u ro p o o rt and Hull,
the lock w id th in H ull and the depth o f the
N o rth Sea at the site o f the banks lying in
the navigation route.
T here are, o f course, many o th e r types o f
ships, m ost o f which are m o re o r less
specialized types. H ow ever, the scope o f
this article does n o t allow ro o m fo r even a
cursory lo o k at the m ost significant o f
these.
F ^finiim « "1
B u rn
SenW57STE jA A R G A N G N R 2
m u'
107
THE NETHERLANDS SHIPBUILDING
INDUSTRY
By G. De Vries Lentsch
managing director o f the
NETHERLANDS’ SHIPBUILDING INDUSTRY ASSOCIATION (VNSI)
P re face
W hat is the importance o f the shipbuilding and shiprepairing activities in the Rotterdam area for the functioning o f Rotterdam as one o f the
world’s most important harbours. This is in the question which is worth contemplating in the framework o f this special issue o f ’Schip en W erf.
T h e R o tte rd a m h a rb o u r, som e
d a ta
The position o f the R otterdam harbour
can be charactarized by the fo llo w in g table
in which the contributions o f the diffe re n t
tra n sp o rt functions in the transhipm ent fi­
gures are given fo r 1987:
by tra n sp o rt by sea. Taking also account
that the num ber o f sea-going vessels e nte­
ring the R otterdam harbour amounts to
abt. 32.000 a year, it is clear th a t an ade­
quate shiprepair and service capacity is an
integral p a rt o f the R otterdam harbour
infra-structure.
Table I. Transhipm ent figures o f R otterdam harbour (1987)
(n e tt w eight in tons x 1.000)
in
(source CBS)
by
by
by
by
by
sea
rive r
rail
road
pipe
total
out
to ta l
193.812
10.483
1.056
5.840
87
50.816
74.720
3.178
8.832
36.829
244.628
85.203
4.234
14.672
36.916
211.278
174.375
385.653
This table shows that tra n sp o rt by w ater,
w ith a share o f 85% , is by far the m ost im ­
p o rta n t function in the tra n s p o rt and dis­
trib u tio n pattern, som ething which w ill
n o t come as a surprise.
The m ost im p o rta n t share (63% ) is taken
This table shows another im p o rta n t sector
fo r the shipbuilding and in particular shiprepairing companies: the inland w aterw ay
tra n sp o rt w ith its many vessels, taking a
share o f 22%.
In addition to the above mentioned num ­
ber o f seagoing ships entering the R o tte r­
dam harbour, abt. 175.000 inland w a te r­
way vessels are going in and o u t in a year.
Also fo r these vessels repair and service
facilities are needed in th e area.
M ain y a rd s in and a ro u n d
R o tte rd a m
In o rd e r to be able to fu rth e r investigate
the question which this article wants to
answer, it is interesting to s ta rt w ith a look
at all m ore o r less im p o rtan t yards located
in and around the R otterdam harbour.
The fo llo w in g map o f the R otterdam har­
bour area and corresponding table o f yards
gives a global insight in the conglomerate
o f yards located in the area, active in the
building o f sea-going vessels, inland w a te r­
way vessels and o th e r service cra ft and/or
in the repair o f those vessels and off-shore
material. The table 2 gives an indication of
the activities o f the yards as w ell as o f their
main facilities.
Map I . The yards in and around th e Rot­
terdam harbour.
This table shows th a t many yards have sur­
vived the recent long and deep crises, most
o f them w ith a considerably reduced capa-
H oe k va n H o lla n d
Europoort
Rat terdam
H a rd in x v e ld
S lie d r e c h t
D o rd re c h t
708
SenW 57STE |A A R G A N G ~N R 1
R o tte rd a m
'1990
Table 2. Yard names, activities and facilities
activities
IW
SO
no.
yard
I
2
3
4
5
6
7
8
9
I0
II
I2
13
I4
I5
I6
I7
I8
I9
20
2I
22
23
24
25
26
27
28
29
30
3I
32
33
34
35
36
37
V erolm e B otlek
Vlaardingen O o st
W ilton-F ijenoo rd
De H oop Schiedam
Bocxe D e lft
Niehuis & vd Berg
RDM.
H oogerwaard
Van Brink
Van D uijvendijk
YVC Capelle
Joh. v. D uivendijk
V.d. Giessen-de N.
YVC-Bolnes
Schram Bolnes
Van Grevenstein
IHC Holland K ’dijk
v.d. Giessen-de N . Albl.
Alblas
’t Am bacht
Buitendijk
Gebr. Kooiman
Van der Sluijs
De Biesbosch
Hoebee
Slob
Lanser
Van Eijk
IHC Holland Sliedr.
Baars
Delta Shipyard
Nautechnicum
De M erw ede
Damen Reparatie
Van Mill
K. Damen
Damen Shipyards
SO =
IW =
NB =
RP =
seagoing vessels and/or off-shore
inland w aterw ay vessels
newbuilding
repair
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
city and many w ith a m ore lim ited scope o f
activities.
N ext to this regrettable reduction also
Table 3. Present docking capacity fo r
sea going vessels and off-shore in R ot­
terdam harbour area
Ship size
(X lOOOtdw)
N um ber o f
docks/slipways
< IO
10-40
40-70
70-200
>200
I8
9
2
3
I
total
33
SenW 57STE |A A R G A N G N R 2
NB
RP
*
*
*
*
★
*
*
*
*
*
*
*
facilities
SW
CS
*
*
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♦
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*
DD
*
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*
SW =slipw ay(s)
CS = covered slipway/dock
D D = d r y dock(s)
positive effects can be noted; the yards
that have survived are the fitte s t and the
m ost com petitive having concentrated on
w hat they are best in.
A t present the general picture is that after
many d ifficu lt and loss giving years, m ost
yards are back in the black figures again.
This gives the management and employees
a good s p irit in th e ir e ffo rts to stabilize and
possibly im prove this situation.
Service, fle x ib ility and quality are the key­
w ords in these companies.
A fte r this to ta l picture a closer look w ill be
given on the sub-sector o f the yards which
are m ost relevant fro m the R otterdam
H arbour A u th o ritie s p o in t o f view: the
shiprepairers.
R ep air and m a in te n a n c e o f
seagoing vessels and o ff-sh o re
m a te ria l
C oncentrating on the yards which are able
to dock and repair the above mentioned
material, leaving o u t the many so called
’w e t repair’ companies w hich are also an
im p o rta n t fa cto r in the repair activities in
the harbour, table 3 shows the number o f
d ry docks and slipways in operation in the
R otterdam area at the mom ent.
In term s o f tu rn o v e r these yards represent
about three quarters o f the D utch to ta l
shiprepair industry.
These docks/slipways are located at 9
yards, employing about 1700 people. This
capacity can be used fo r the repairing o f
ships visiting the R otterdam harbour, as
w ell as o f ships sailing elsewhere.
The repairs on ships calling in R otterdam
can be divided in to emergency repairs, re ­
pairs w ith o u t w hich in the vessel is notable
o r allowed to leave the harbour to the
open sea fo r safety and/or environm ental
reasons (State P o rt C o n tro l o f accidents),
and maintenance and/or normal surveys.
In 1987 the R otterdam H arbour A u th o ri­
ties estimated the minimum dock facilities
needed to p e rfo rm these tw o tasks fo r the
ships visiting the harbour (the minimum
emergency docking capacity), this was
done purely fro m th e ir ow n interests as
harbour operators that w ant to o ffe r all
neccesary facilities to th e ir (potential)
clients, as a harbour attraction.
Starting w ith the minimum docking capaci­
ty fo r emergency repairs, an estim ation
was made o f the num ber o f serious cases o f
damage occuring in the R otterdam region
Table 4. M inim um emergency docking capacity fo r the R otterdam harbour
Source: Marine Analytics/R otterdam P o rt A u th o ritie s
Ship size
(X lOOOtdw)
Num ber of
accidents
N u m ber o f
docking days
Num er of
docks/slipways
< I0
10-40
40-70
70-200
>200
26.4
6.3
3.6
3.7
0.9
528
126
72
74
I8
2
I
I
I
I
109
Table 5. Theoretical survey/maintenance docking days o f vessels calling in the R o tte rdam harbour
Ship size
( x 1000 td w )
Docking days N um ber o f
ships/year
p r survey
N um ber o f
N u m b e r of
dockings/year docks/slpw
< 10
10-40
40-70
70-200
>200
7.9
1 l. l
12.0
13.6
13.6
91
47
II
10
2
21,900
6,900
1.500
950
200
2
3
1
1
1
Table 6. T heoretical docking capacity fo r emergency repairs and maintenance o f ships
visiting the R otterdam harbour
Ship size
( x 1000 td w )
N um ber o f
docking days
N um ber o f
docks/slipways
< 10
10-40
40-70
70-200
> 200
1289
596
193
169
36
4
2
1
1
1
and the southern part o f the N o rth Sea.
The num ber o f dockings resulting from
these cases amounted to about 40 in a
year. Calculating w ith d iffe re n t average
numbers o f dock days, the conclusion was
that about 6-7 docks w ould be sufficient as
an emergency capacity to cope w ith acci­
dents, as specified in table 4.
The H arbour authorities also looked at the
docking capacity needed fo r the m ainte­
nance w o rk and Classification Society sur­
veys.
For the last category an average docking
interval o f 30 m onths was used as the basis
fo r the estimate, this figure was taken from
a D re w ry re p o rt.
The num ber o f docking days fo r a survey
varies w ith the ship size and is given in table
5.
W ith these data a calculation can be made
o f the chance that a ship entering the R ot­
terdam harbour is due fo r survey docking.
Supposing that 5 0% o f these surveys w ill
indeed be perform ed in the R otterdam re ­
gion, the theoretical num ber o f resulting
docking days can be calculated (see table
5).
The com bination o f the m inim um e m e r­
gency capacity and the theoretical m ainte­
nance capacity is given in table 6.
The conclusion o f the analysis after some
fu rte r variations in the num ber o f docking
days as w ell as in the docking intervals, is
th a t in all d ifferent scenarios the result is
always betw een 7 and 9 docks, w ith the
variations in the smaller docks (< 4 0 .0 0 0
tdw ).
C om paring this capacity w ith the available
capacity, a considerable surplus can be no­
ted. This gap is filled w ith repairs o f sea
going vessels n o t loading and/or unloading
I 10
in the R otterdam harbour, w ith a few big
conversions and w ith off-shore w o rk.
F u rtherm ore the yards w ith the smaller
docks and slipways also repair inland w a­
te rw a y vessels (see below).
A fa cto r also n o t taken into account is the
big variation in the w orkload, which is so
characteristic fo r the repair business. This
o f course means th a t the docks are n o t al­
ways occupied and in peak periods there is
a lack o f enough available docks/slipways.
In o th e r w ords there is a needed natural
overcapacity.
Last but n o t leats there is the elem ent o f
the relation betw een docking days and
corresponding num ber o f manhours. The
reduction in m anpow er during the past pe­
riod has n o t been accompanied by a p ro ­
portional reduction o f docking facilities.
This was neccessary because the average
num ber o f manhours per docking has de­
minished in the same period, on the one
hand because o f m ore 'maintenance
frie n d ly' vessels on the o th e r hand because
o f a tre n d to w a rd s m ore w e tre p a ir activi­
ties by flying squads o f repair companies o r
even by the c re w itself.
Finally a fte r a num ber o f very d ifficu lt
years, at the m om ent the yards have a sa­
tisfying occupation o f th e ir docks and a
good w orkload. In fact because o f th e ir
slimming dow n a lo t o f w o rk has to be sub­
contracted. This w ill probably continue fo r
some tim e, as one o f the main problem s o f
the past was the idle hours lost because o f
the overcapacity o f the individual yards.
This makes the yards very prudent in th e ir
policy o f enlarging th e ir o w n w o rk fo rc e
again.
H o w e ve r the need fo r young w ell trained
skilled w o rke rs w ill g ro w as the reduction
process has created an ageing o f the w o rk ­
force.
R ep air and m a in te n a n c e o f inla nd
w a te rw a y vessels
For this kind o f w o rk about 25 yards are
available in the area, o f w hich about 6 also
belong to the group o f repairers o f sea
going vessels.
It is obvious that the relation betw een the
vessels visiting R otterdam and the repair
capacity is not as im p o rta n t as is the case
w ith the seagoing vessels. It is much easier
fo r an inland w aterw ay vessel to select a
yard som ewhere else inland, if a cheaper or
o therw ise m ote attractive o ffer can be ob­
tained fro m a yard outside the Rotterdam
area: the distances are smaller and there
are less emergency repairs o r cases in
w hich the ship cannot be transferred to
a nother place to be repaired.
Still the concentration o f repair facilities in
the R otterdam area is considerable w ith
about 30 additional slipways and docks
available.
For the repair yards the EEG Regulation
aiming at a structural reduction o f capacity
in the European inland fleet may create ex­
tra w o rk . U nder this regulation it w ill pro ­
bably be m ore attra ctive to repair and con­
verse an old vessel than to replace it by a
new vessel fo r which e ith er old tonnage
has to be scrapped o r a penalty equal to the
scrapping prem ium w ill have to be paid.
C on clusion
The alm ost 40 yards located in the R o tte r­
dam harbour areas are n o t only a necessary
part o f the harbour infrastructure where
emergency repairs and the normal services
and maintenance o f the visiting vessels can
be carried out, they are also an em ployer
o f people and a cre a to r o f w o rk and activi­
ties in the harbour.
Sources:
- Rotterdam P ort Statistics, '89
- Port o f Rotterdam Magazine 89/4, pages 1821: 'Scheepsbouw in en om Rotterdam her­
leeft’, byjolke Brolsma
- various not published (internal) reports of or
owned by the Port o f Rotterdam Authorities
(Havenbedrijf der Gemeente Rotterdam)
- various internal statistics o f the Netherlands'
Shipbuilding Industry Association (VNSI), Zoe­
te rmeer
SenW 57STE1AARG AN G N R 2
de hoop groenpol
AA
marine electrical engineers
for electrical service you can ring the
bell night and day
ACTIVITIES:
New-building, manufacturing and repairs.
N e w -bu ild ing division:
Design and execution of complete electrical-,
instrumentation- and automation systems on board of all
kinds of sea-going vessels and offshore units.
M a n ufacturing division:
Design and production of all kinds of switchboards, motor
control centres, automation- and monitoring plants.
R epair division:
Repair maintenance, renovation, conversion and modernizing
of com plete electrical-, instrumentation-, and automation
plants on board of all kinds of sea-going vessels and offshoreunits.
Shop repair division:
Mechanical- and electrical repair facilities for switchboards,
motor control centres, automation- and monitoring panels
incl. electronic- and pneumatic components etc.
Facilities are available for overhaul, rewinding, impregnating,
balancing and testing on all kinds of motors' generators, D C
and A.C.
Impregnating is done by means of the modern Ayrodev'
process.
The company offers a 24 hr. service. Our field repair division
operates world-wide.
The main office is in Rotterdam and the repair shops are
located in Rotterdam and Amsterdam.
Branch offices and repair shops are stationed in the major
Dutch ports and repair yards.
De H o o p G ro e n p o l bv
3 0 8 7 AN R o tte rd a m
2 - 8 W illin g e s tra a t
T e le p h o n e (+31) 1 0 /4 2 9 5 2 0 0
Telex: 2 8 2 2 0 T e le fa x: (+31) 1 0 /4 2 9 5 0 0 5
Netherlands
ISES m e m b e r
Nastel baar funderen op staal
Vibracon® SM
G rote nauw keurig heid
N astelbaar
Mei Vibracon* SM fundatie-elementen
is hel mogelijk om pompen, tandwiel­
kasten, motoren en turbines tot
0.01 mm nauwkeurig op stalen funda­
ties op te stellen
Vibracon* SM elementen vervangen
de gebruikelijke stalen vullingen. Zij
maken meestal het toepassen van
stelhouten o( het vlakken van de
topplaat overbodig.
Nastellen van Vibracon» SM elementen
blijft altijd mogelijk Na revisie of
vervanging kan een machine altijd
met dezelfde nauwkeurigheid worden
herplaatst.
P ara llelcorrectie
De sterische Vibracon» SM elementen
neutraliseren parallelafwijkingen
tot een hoek van 4° tussen fundatie
en machinevoet. Daardoor dragen
Vibracon* SM fundatie-elementen
altijd over het gehele oppervlak
V erlenging leven sduur
Toepassing van Vibracon* SM fundatieelementen reduceert in hoge mate micro
bewegingen en dus slijtage van
machines Daarmee worden storingen
voorkomen en wordt de levensduur
aanzienlijk verlengd
V ib ra c o n " M v o o r b e to n fu n d a tie s
Voor funderen op beton levert
Machine Support Vibracon» M fundatieelementen met ingiet-ankers
GOED GEFUNDEERD
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SM12 SM16 SM20 SM24
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K3ÏÎ
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B'
mm 21 26 31 34
C_ mm 10 10 10 12
D Vmm 00 m 100 120
E
mm 15 10 20 24
F
VIm
6 _§ 8 _•
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n*g km
N « 15 25 35
b
d
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annaaJ
fundbpout Nm «5 200 400 rn
Es? kN 4« 90 140 200
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SM30 SM30 SM
42
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140 160 IM
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1450 2550 4250
375 475 675
MACHINE SUPPORT B.V.
Energieweg 65
2382 ND Zoelerwoude
tel. 071 -417171
fax 071 -415194
telex 39373 Mach NL.
A l 11
d e h o o p g ro e n p o l
R o tte rd a m
m a r in e e le c t r ic a l e n g in e e r s
ELECTRONIC CONTROLS FOR THE
THRUSTERS ON THE SWOPS VESSEL
’SEILLEAN’
I. In tro d u c tio n
The activities o f De H oop G roenpol in o ff­
shore w o rk are n o t lim ited to c o n tra cto r's
type o f engineering and installations. O ne
o f the various highly specialised activities is
the design and manufacture o f the elec­
tro n ic controls fo r 'th ru ste rs' o r active
rudders. These are increasingly used on
self propelled/dynam ic-positioned o ff­
shore installations, e ith e r w ith o r w ith o u t
anchor assist systems. M ost o f these con­
tr o l systems are built fo r Schottel-Lips b.v.
o f the Hague, the Netherlands.
O ne o f the prestigious projects is the
B (ritish) P (etroleum ) SWOPS ship, which
stands fo r Single W e ll O il Production
System. This ship is b uilt to ensure the
econom ic developm ent o f marginal fields
and is, in essence, a floating oil production,
storage and transpo rt system, all b uilt into
a tanker-like ship, capable o f maintaining
station a t a well. The system is fully selfcontained and requires no additional
equipm ent o r vessels to co n trib u te to the
production, processing o r transportation.
The main particulars o f the ship are:
Length overall, 249.50 m
Moulded breath, 37.00 m
D epth to upper deck, 19.80 m
Design draught, 11.00 m
T h e T h ru s te rs
An essential re quire m e n t is to remain sta­
tio n at the w ell and to sail under its ow n
p o w e r from one site to another. For this
purpose the ship is equipped w ith seven
trusters. Each th ru s te r weighs o v e r 20
tonne and is pow ered by an ele ctric m o to r
o f 3.000 kW .
T w o azimuth thrusters are located at the
stern o f the ship fo r steering, propulsion in
transit and position-keeping, unassisted by
rudders. A lle steering p o w e r is generated
by the tw o stern thrusters. W hen main­
taining station at a w ell, a fu rth e r fo u r
thrusters are deployed. These are located
along the b o tto m line and can be retracted
in to the hull in shallow w aters when n o t
needed o r w hen under way fro m s ite -to site.
The seventh th ru s te r is a tunnel th ru s te r in
the b ow , used during station keeping in
conjunction w ith the o th e r six thrusters,
and fo r steering assistance in confined
spaces.
D uring loading operations at the well, all
The SWOPS Vessel ’Seilleon’.
seven thrusters can be used simultaneously
and, by varying the horizontal angle o f the
thrusters (the azim uth) as w e ll as the pitch
o f the propellors, the ship can maintain sta­
tio n w ith o u t assistance.
The azimuth o f each th ru s te r and the pitch
o f each p ro p e llo r can be varied indepen­
dently. The coordination o f the required
azimuths and pitches is done by a central
com puter which can be overridden by
manual co n tro l.
2. T h r u s te r C o n tro l
T o be able to c o n tro l the p o w e r involved,
each th ru s te r is equipped w ith a separate
auxiliary hydraulic set fo r azimuth and
pitch. These hydraulics are in tu rn c o n tro l­
led by separate electronic c o n tro l systems,
hereinafter re ferred to as T h ru ste r C o n ­
tr o l Systems o r TCS.
The TCS command is e ith e r a manual co m ­
mand fro m the T h ru ste r c o n tro l Console
(de H oop G roenpol supply) o r a com puter
command fo r the coordinated control.
3. T h r u s te r C o n tr o l S ystem
A ll th ru s te r C o n tro l Systems are designed
and manufactured by de H oop Groenpol,
according to the basic requirem ents o f B.P.
As m entioned above, each th ru ste r is
equipped w ith its ow n TCS w hich has the
fo llo w in g main functions, w here appli­
cable:
a. C o n tro l o f azimuth o r steering angle,
operated by a manual lever in the
Bridge C o n tro l Console, the command
fro m the coordinating com puter, o r
(fo r the tw o a fte r thrusters only) an
au to p ilo t system.
b. C o n tro l o f pitch angle o r propulsion
pow er, w ith the associated pro te ctio n
o f the T h ru ste r e le ctric m o to r, oper-
1990
ated by a manual lever in the Bridge
C o n tro l Console, the command from
the coordinating com puter, o r (from
the tw o a fter thrusters only) the p ro ­
pulsion telegraph system.
c. C o n tro l o f re tra ctio n /d e p lo ym e n t
d. Indicators fo r the tw o positions at (c).
e. Generation o f alarms in case o f a mal­
function.
f. Safety interlocks.
g. C o n tro l o f auxiliary pumpsets fo r
azimuth and pitch.
The TCS fo r each th ru s te r is galvanically
isolated and is subdivided as follows;
Bridge C o n tro l console
Engine Room C o n tro l Panel
F ollow -U p C o n tro l Cabinet
Local C o n tro l C abinet
All the controls and indicators fo r the man­
ual c o n tro l o f each th ru ste r are arranged in
the Bridge C o n tro l console.
The Engine Room C o n tro l Panel contains
pushbuttons and indicators to operate and
stop the various auxiliary pumps o f each
thru ster and, additionally pitch co n tro l o f
the a ft tw o thrusters by means o f pushbut­
tons.
Furtherm ore, this panel contains a special­
ly designed logic panel fo r each th ru ste r
where an o p e ra to r can fo llo w a start o f a
>' t '
m *
The Stern Dynamic Positioning Control
Thrusters on the British Petroleum SWOPS
Vessel’Seillean'.
com plete th ru ste r unit and is notified in
case the starting sequence is stopped be­
cause o f malfunction.
The F ollow -U p C o n tro l Cabinets (one fo r
each T h ruster) contain almost all o f the
electronic controls.
The Local C o n tro l Cabinets (one fo r each
T hru ster) are placed near to the thrusters
and are used as extended junction boxes
fo r a signal w irin g to and fro m the th ru ste r
unit. Furtherm ore, they contain the elec­
tro n ic main-amplifiers fo r the hydraulics
and, in the fro n t d o o r o f the cabinet, all
controls and indicators are available fo r
emergency c o n tro l o f the th ru ste r.
This p ro je ct involved a substantial am ount
o f special design w o rk in electronics, as all
projects o f de H oop G roe npool, w hen de­
signing and manufacturing offshore installa­
tions.
Choise o f p o w e r supply voltages, num ber
and lay o u t o f c o n tro l panels, interfacing
are purpose designed and built fo r indi­
vidual applications.
FROM VUYK SHIPYARDS
TO VUYK ENGINEERING
T r r ; - .- ;r i~
'n. ji
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i:il i ^ . —
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M mmm &
fis rtjis 2 ö *s iE
HUE
^ j r g p ^ j f »1583383* y,
Before A. Vuyk & Zonen’s Shipyards B.V.,
founded in 1872, decided to pull o u t o f
H olland’s fading shipbuilding industry in
1979, it scrutinized its 107 years o f expe­
rience.
Rather than waste o ve r a century's w o rth
o f expertise gained as one o f H olland’s well
know n shipyards, President D ik Vuyk deci­
ded to make a drastic change in the firm ’s
identity.
High volum e ship construction was shifting
away fro m Holland due to less labour costs
in the Far East. Instead o f failing, D ik Vuyk
succeeded in turning his company into one
o f today’s leading marine engineering
firms.
Vuyk Engineering B.V. operates fro m the
same office which once was the cente r o f
acres o f construction terrain. The grand
shipyard has been converted in to a spraw ­
ling suburb. Its streets named a fte r some of
the 900 vessels b u ilt at the shipyard since it
was founded fo u r generations ago by D ik
V uyk’s ancestor, Adrianus Vuyk.
Today, Vuyk Engineering has a highly quali­
fied staff o f engineers, naval architects, and
draftsmen, w ho provide both shipbuilders
and ship ow ners all o ve r the w o rld design
expertise fo r all phases o f the building p ro ­
cess.
The company draws fro m a pool o f over
tw e n ty in-house engineers, m ost are w ith
the company since the shipbuilding days. It
also uses independently contracted marine
engineers.
A t Vuyk, th e design o f a vessel often begins
w ith feasiblity studies, a fter w hich the staff
perform s all the necessary calculations on
m odern machinery and state-o f-th e-art
co m puter software.
Consultants estimate costs, provide p ro ­
duct inform ation, set technical specifica­
tions, and w ill also prepare manuals as part
o f comprehensive a fte r sales service pack­
age. For clients w h o are ship owners, Vuyk
w ill also evaluate bids, make an assessment
o f possible shipyards to be contracted, and
assist at negotiating the contract.
Management services and engineering sup­
p o rt are also available to the client, as well
as supervision during actual construction.
’It is m ore cost effective fo r shipyards to
use o u r design resources,’ said D ik Vuyk.
’W e relieve them o f having to support a
design staff all year round.’
Vuyk Engineering has draw n up plans fo r
c u tte r suction dredgers up to 12,000 hp,
suction hopper dredgers up to 5000 cubic
metres, and split barges/dredgers up to
3000 cubic metres. The firm also prides it ­
self in experience w ith stone-dumping ves­
sels, ferries, h e licopter carriers, oceano­
graphic vessels and chemical tankers.
T h e e x te n t o f the planw ork and the de­
tails set in the drawings enabled the builder
to co n stru ct the vessel and install the ma­
chinery t o high standards’, said th e chief
SenW 57STE IA A R G A N G N R 2
vuyk engineering
R o tte rd a m
1990
engineer fo r a N e w Zealand o w n e r that
contracted the design o f a splitting suction
dredger.
The chief engineer also credited Vuyk En­
gineering fo r the c ra ft’s is exceeding p e r­
formances.
Here are some o f Vuyk Engineering’s
o ther projects:
A coral/dredger fo r N o rth Queensland
Engineers and Agents in Cairns, Australia.
Vuyk designed a fully autom ated dredger
w ith a 25 m e te r barge loading boom. O ne
o f the tw o barges, m oored alongside the
dredger by an autom atic hydraulic m o o r­
ing system, can be filled w ith 2750 tonnes
of coral in tw o hours.
A fte r looking at the w orlds dredger
designers, N Q E A and Q C L chose Vuyk
Engineering.
A grab dredger fo r the Indian G overn­
ment, to be deployed in C ochin H arbour,
India.
On special request fro m the Indian autho­
rities, Vuyk custom designed this 85.5 me­
te r long dredger w ith fo u r grabs, each able
to move 190 cubic m etres per hour.
The thick layer o f mud on the flo o r o f C o ­
chin H arbour necessitated a six line- an­
chor m ooring system fo r the 2300 tonnes
capacity vessel.
Detail engineering was done fo r contrac­
to r K. Damen Shipyards H ardinxveldGiessendam.
A 2500 HP tug fo r the Belgian govern­
ment.
The tug is presently being desinged fo r Rupelmonde Shipyard in Belgium, com pletely
equipped to fig h t fires and w ith buoy laying
facilities.
Special cargo shuttles fo r N ie v e lt G oudriaan R otterdam to transfer approxim ately
175,000 tonnes o f cargo annually along the
Gota Canal in Sweden.
Six times a w eek the ’Shuttle G othenburg’
will carry fuel inland to Karlstad in fo u r
storage tanks situated under a deck fo r ro ro cargo transport. O n the way back the
ship w ill carry fo re s try products.
Vuyk Engineering has supplied designs to
shipyards and ow ners in Australia, N e w
Zealand, India, the Middle East, and W es­
tern Europe.
A group o f Chinese engineers recently
came to the firm to learn split barge design
methods.
The firm ’s history is p a rt o f its present
identity. W hile o th e r marine design firm s
approach th e ir w o rk fro m a scientific p e r­
spective, Vuyk Engineering remains co m ­
m itted to a pragmatic approach.
D ik Vuyk: 'O u r main advantage is the con­
tinual influx o f experience gained by o u r
engineers. They are constantly designing
ships and always have the edge w ith th e ir
superior expertise.’
SenW 57STE IA A R G A N G NR 2
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SHIPS TO OUR OW N FORMULA
The best, the last word, super-ship, these are superlatives which could be used to describe the term ’Ultimate Container Carrier (UCC)’.
Nedlloyd Lines has ordered five ships o f this type and Nedlloyd's Newbuilding and Research department was responsible for the revolutionary
design.
also in making the vessel container-friend­
ly. D uring the developm ent o f the Happy
Buccaneer, the idea was put fo rw a rd o f d o ­
ing away w ith hatchcovers because on
these heavy-lift vessels the special cargo on
the "tw eendecks" often p rotrudes way
above the main deck.’
'W e carried o u t experim ents at the Ship­
building Research Laboratory (NSP) in
Wageningen, using a model and simulating
Shipbuilding
W e mentioned, quite m a tte r o f factly, that
the N ew building and Research de p a rt­
ment designed the ships, but ho w exactly is
this done? W h o decides that new ships
should be b u ilt o r how large they should
be? W h o designs new features? W h o puts
them into effect? W h o supervises building
abroad?
T h irte e n flo o rs
D ra w in g d iffe rs
T o start w ith the first question,’ says M r R.
K. Hansen, head o f the N ew building de­
partment, ’it is N edlloyd Lines th a t decide
w hether newish ips are needed and w hat
capacity and speed they should have and
w hether they have to be able to transit
through the Panama Canal. This is fo llow ed
by discussions betw een N edlloyd Lines and
our departm ent. A t this stage the design o f
the ship is not ye t finalized. A ship de­
velops; it is n o t a m a tte r o f simply making a
drawing and having a ship built. W e are
continually making im provem ents to the
design o f a ship and changes are also regu­
larly made in consultation w ith authorities
and the shipyard. A t the m om ent, w e are
w orking on a drawing w hich differs fro m
the idea th a t w e firs t put fo rw a rd . And it
w ill quite likely be changed again a few
times.’
building departm ent. A large, labour inten­
sive p ro je ct, particularly in view o f the fact
that P & O had another fe rry, the Norsea,
bu ilt on the basis o f the same design. Both
ships had to be identical w ith respect to
design, technology and accommodation.
’I call them tw ins w ith one father and tw o
m others,’ continues Hansen. 'The jo in t de­
sign was b uilt by tw o diffe re n t shipyards.
And th a t is difficult. Everyone has his ow n
in te rp re ta tio n , uses d iffe re n t material and
diffe re n t building methods. A great deal o f
coordination is necessary to achieve iden­
tical ships.’
Enginebuilding
e xtre m e ly rough sea conditions w ith wind
force ten to tw elve. There, you can also
change the d irection o f the waves and let
the sea come head on at a slant o r, fo r e x ­
ample, athwartship. These experim ents,
w hich w e re conducted in consultation
w ith the Shipping Inspectorate, dem on­
strated th a t the Happy Buccaneer could
sail w ith o u t hatchcovers, be it only to a
certain draught. O u r experience w ith the
Happy Buccaneer set the plans in m otion
to develop this system fo r o th e r ships.’
T w in s
A n o th e r im p o rta n t p ro je c t during those
years was the developm ent and building o f
the fe rry N orsun fo r N o rth Sea Ferries.
This was a combined design by Nedlloyd's
N ew building departm ent and P & O's
In the past, when designing cargo vessels,
the emphasis was principally placed on
economization. Fuel consum ption was cut
back, th e re was a rationalization in the
number o f c re w and the ships w e re com ­
puterized. But the costs in p o rt continued
to be very high. Hansen adds: 'W e asked
ourselves at the tim e w h a t we could do to
reduce p o rt and loading expenses fo llo w ­
ing the reduction o f costs obtained during
the sea voyage. Between times, w e also
w o rk e d on a small containership and here
w e made use o f o u r experience w ith the
design fo r a ship w ith o u t hatchcovers. The
vessel itself was never built. H ow ever, we
ke p t the plans and said at the tim e th a t
whenever there was a demand fo r large
ships, this concept w ould be easy to apply.
A nd th a t demand came.'
’W e always believed th a t the costs o f car­
go handling fo r containerships w ere
reasonable because they w e re handled ef­
ficiently. But this is n o t true. The container
crane has to p e rfo rm far m ore actions than
just lifting the containers on and off. The
hatchcovers have to be rem oved and they
are p re tty heavy. C ontainers have to be
moved around on deck to allow the hold
Vessel w ith o u t h a tch co ve rs
A fte r the delivery o f th e N edlloyd Van
Diemen, the N ew building departm ent did
not sit idle, o f course. According to Han­
sen: 'Since 1984, w e have been very active.
W e have w o rke d - also fo r th ird parties on the design o f small cruise and cargo ves­
sels and have negotiated w ith shipyards fo r
the building o f th e m .’
’I shall tell you a little m ore about the tw o
largest projects. I’ll sta rt w ith the Happy
Buccaneer. T o g e th e r w ith M am m oet Ship­
ping, w e designed this heavy-lift vessel and
had it b u ilt in Japan. W e made a clear con­
trib u tio n such as the determ ination o f the
main dimensions, the fo rm o f the ship and
SenW 57STE IA A R G A N G NR 2
...a drawing that differs from the idea that we first put forward
Nedlloyd Lines
under them to be unloaded. This is n o t a
planning e rro r, one simply cannot avoid it.
And then there are o th e r costs, such as
securing the containers on deck . For this,
you need people to climb on the contain­
ers in all weathers in o rd e r to lash them
down. Even the alternatives cost e x tra
tim e and manpower. From all these disad­
vantages and experiences w ith earlier de­
signs, the idea was eventually conceived o f
container guides, p rotru d in g above the up­
per deck. You could say th a t it is like an
elevator shaft fro m below decks continu­
ing to the to p m o st container. This to p lay­
er, by the way, consists only o f em pty con­
tainers. In connection w ith stability, full
containers cannot be placed th e re .'
A V e a l’ c o n ta in e rs h ip
The concept o f a containership is th a t o f a
ship w here a large num ber o f containers
are stored in the hull and few on deck. Ex­
amples o f this are the N edlloyd D e lft and
the N edlloyd Dejima.
A fte r 1970, how ever, numerous containerships w e re built w ith a lo w e r hull. This
type o f ship is cheaper and has a smaller
cargo capacity, resulting in savings on har­
bour dues and also w hen passing through
the Suez o r Panama Canal. A consequence
o f the low hull was th a t m ore containers
w e re placed on deck. A deviation in fact
fro m the original concept. A disadvantage
o f this type o f ship is th a t many m ore ac­
tions are required than just loading and un­
loading.
'I p re fer to call the new ship, the U C C , a
"re a l" containership', says M r J. M, Huisman, head o f Shipbuilding departm ent, ’be­
cause in this ship you d o n 't have to move
the containers around so much and they
d o n 't need to be lashed dow n.'
'A fte r all, the purpose o f a tra n p o rt chain is
to transport a consignment fro m 'd o o r to
d o o r' as quickly as possible, isn’t it? But
w hat do we have in the conventional con­
tainer vessels? A stack o f containers on to p
o f the hatchcovers. If one o r m o re contain­
ers in the hold have to be discharged, the
hatchcover w ill firs t have to be cleared and
then removed. That takes a lo t o f tim e !'
'O u r research has shown th a t you can do
away w ith the hatchcovers. You d o n 't
need them to strengthen the ship and they
are only e xtra w eight. N o w th a t the con­
tainer guides are continued above the level
o f the upper deck, lashing do w n is e lim i­
nated. This means th a t you get less damage
to the cargo and containers and it p ro ­
motes safety.'
These new ships, in fact, consist o f three
series o f five. The firs t series in the 'smal­
lest' type. The second series has the same
w id th b u t is slightly longer and has dim en­
sions w hich still allow it to pass through
the Panama Canal. W hen fully loaded, this
type o f vessel has to carry a great deal o f
w a te r ballast fo r the sake o f stability. The
th ird series is just as long as the second (in
connection w ith the quay length o f ap­
pro xim a te ly th re e hundred m etres in m ost
ports), b u t it is w ider. T herefore, these
ships have b e tte r stability and can carry ad­
ditional containers instead o f ballast w ater.
But they cannot pass through the Panama
Canal and w ill, th e re fo re , be employed on
the long routes outside the canal.’
S a fe ty
The layman w ill im m ediately ask w h e th e r
in a ship w ith o u t hatchcovers the cargo
doesn’t get w e t, w h e th e r the ship doesn’t
fill up w ith w a te r if it rains hard o r if there
As you w ill have seen fro m this a rti­
cle, the specifications fo r the five
ships on o rd e r have n o t y e t been
finalized. The provisional figures
are:
capacity 3,100 TEU
service speed 23,5 knots
to ta l length 267 m etres
length betw een the perpendiculars
251 m etres
breadth 32,24 m etres
height 23,25 m etres
maximum draught 12,5 m etres
deadweight 50,000 tonne
A num ber o f holds are sufficiently
large to allow them to accomm o­
date the fu tu re supercontainers
to o . These may measure 45,49 o r
52 fe e t w ith a height o f 8,5 o r 9,5
fe e t and a breadth o f 8 o r 8,5 feet.
A g re e m e n t still has to be reached in
this respect, how ever, w ith th e ISO,
the International Standard O rgani­
zation.
is a severe storm , w h e th e r the pumps al­
ways keep on w orking, etc. Huisman:
'These questions are quite understandable,
b u t a container gets w e t on a tru ck, gets
w e t at the term inal and gets w e t on the
deck o f a ship. A container is desingned to
w ithstand this.’
'W ith regard to th a t w ater, you must re ­
m em ber th a t these vessels have been de­
signed in such a way th a t in principle the
w a te r stays outside. T hat was the basic
principle o f the new design. The hull is
straight and high. If w ater, nevertheless,
comes as high as that, it is m ostly spray and
no longer has any volume. F urtherm ore,
the capacity o f the pumps is so large that
spray and ra inw ater are im mediately
pumped away. The containers don’t even
get w e t feet. Even if the e n tire engine
ro o m stops w o rkin g , fo r example, the
pumps continue to function.’
'W e carried o u t extensive tests in
W ageningen w here w e w e re able to simu­
late the very severe storm s which occur
w est o f Ireland and east o f Japan; as far as
the w e ather is concerned, these are the
w o rs t areas in the w o rld . And the result?
The quantity o f incoming w a te r measured
caused no damage to the ship o r cargo. A b ­
solutely safe.’
O n e in ste a d o f tw o
The staff in the N ew building departm ent
w o rk in th re e groups: Ship Building, Engine
Building and Electrical Engineering. These
three sections to g e th e r fo rm one team in
w hich everyone has his ow n specialization.
W e have already described Shipbuilding
and we can only briefly explain a few as­
pects o f the o th e r groups. These cover the
points w here the U C C ’s differ fro m previ­
ous ships o rd ered by N edlloyd Lines.
From the p o in t o f view o f dimensions, the
new vessels resemble the N edlloyd H oorn
and the N edlloyd Houtman. This is w hy it
is interesting to compare the propulsion of
the ships. It clearly shows th a t technology
is constantly improving.
T h e H o o rn and the Houtm an have a capa­
city o f 52.000 hp supplied by tw o engines.
The U C C 's w ill have 41,600 hp but sup­
plied by one engine only,'explains Mr. P. B.
Philippa o f Engine Building: 'This solution is
n o t only cheaper, it also saves space in the
engine room , and requies fe w e r pistons,
pumps and valves. In o th e r w ords, less
maintenance and less w o rk fo r the crew.
The new ships are getting tw o auxiliary en­
gines as opposed to fo u r o r six in oth e r
vessels. A u xillia ry engines supply e lectrici­
ty on board, fo r example when the ship is
in p o rt o r during manoeuvring. The new
type ship is provided w ith a generator
m ounted on the p ro p e lle r shaft which sup­
plies e le c tric ity at sea. In simple terms, this
ge n e ra to r could be compared w ith a bicy­
cle dynamo. It is so large th a t it can also
provide the p o w e r fo r a considerable num­
ber o f reefer containers.’
'W ith regard to th e construction o f the
engineroom , the situation is roughly as fo l­
lows: th e propulsion capacity th a t the ship
m ust have, is determ ined by means o f m o­
del tests and w e base the engine o f the
manufacturer specified by us on this. This
is, subsequently, fo llo w e d by th e rough lay­
o u t o f th e engineroom. Y ou s ta rt by plac­
ing the large elements such as the main en­
gine and auxiliary engines, and then, fo r
example, the w orkshop, pump groups etc.
Pipes and smaller com ponents fo llo w
later.’
V a lu e f o r y o u r m o n e y
The new ships are being b uilt in Japan and
th a t is a long way fro m Rotterdam . If you
buy something, you also w a n t to know
w h e th e r you are getting value fo r your
money, but how can y o u r m o n ito r some­
thing th a t is being done so far away? M r. J.
Penning has considerable experience in
SenW 57STE jA A R G A N G N R 2
... NEDLLOYD
FLOWMASTERS0
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LOGISTICS
Nedlloyd
Your cargo in one
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to your customers
wherever they are.
Nedlloyd Lines
Nedlloyd Lines
RO. Box 240
3000 DH Rotterdam
Boompjes 40
3011 XB Rotterdam
Phone 010-4006111
Fax. 010-4047160
Telex 24690 NEDL NL
Nedlloyd Lines
From left to right: P. M. Pauw, P. B. Philippa, J. M. Huisman, J. Penning and R. K. Hansen are the model o f the
new containership with that o f the Nedlloyd Houtman.
this respect. He used to w o rk in shipyards
and' so he knows exactly w hat aspects to
keep his eye on. The w o rd quality crops up
frenquently w hen he talks w ith enthusiasm
about his w o rk . ‘In fact it all boils do w n to a
couple o f things,’ he says. 'First o f all, fig h t­
ing fo r the quality fo r which you have paid
and, secondly, n o t sending the c re w to sea
in an in fe rio r product. They must have a
first-class piece o f equipm ent w ith no risk
o f breakdowns. W e must ensure th a t the
crew , the ship and the cargo can make a
safe crossing. A t home it is quite norm al
that w a te r comes o u t o f the tap and that
the light goes on. W e have to ensure that
th e re is sufficient w a te r and th a t the tap
w orks, th a t p o w e r is generated and
switches are at hand.' 'H o w do w e do this?
As soon as the shipyard starts cu ttin g the
steel, o u r N ew building departm ent has a
Tests at the Shipbuilding Research Laboratory (NSP) in Wageningen.
man on the spot and, later, he is joined by
m ore colleagues. So you have to have your
o w n organization at the shipyard which
keeps in contact w ith the home fro n t. Fur­
th e rm o re , you cannot see everything from
a drawing, something may have been left
out, so yo have to check it o u t in practice.
From left to right: The smallest type o f ship,
the maximum Panama Canal size and the
wider type which cannot pass through the
canal.
R o tte rd a m
1990
The tender
Ships are n o t o rd ered at the firs t
shipyard th a t comes along. Tenders
have been invited fro m ten shipy­
ards in W e ste rn Europe and the Far
East. Since European shipyards do
not receive any governm ent sup­
p o rt, only Japanese and Korean shi­
pyards w e re left. Eventually the o r ­
der fo r the five ships was given to
the Japanese shipbuilding consotortium Mitsubishi Heavy Industries
(M H I) and Ishikawajima Harima H e­
avy Industries (IH I), The o rd e r fo r
any fu rth e r ships w ill not, how ever,
be given autom atically to these shi­
pyards. Seperate tenders w il be invi­
ted fo r these.
container.
Constantly m onitoring the quality. G etting
value fo r yo u r money. Later, w hen the ves­
sel is put into operation, some o f the cre w
come on board to familiarize themselves
with the ship during the tests.’
Last in line
The th ird group in the N ew building de­
partm ent is Electrical Engneering. Actually
the last in line because w ho, fo r example,
can develop a lighting installation w hen the
ship’s ultim ate shape hasn’t y e t been de­
cided? Once the shipbuilders and engine
builders have th e ir plans on paper, w o rk
can begin on the electrical installations. Mr.
P. M. Pauw from the Electrical Engineering
group explains: 'O n the basis o f the in fo r­
mation provided by the firs t tw o groups, I
can start draw ing up the specifications fo r
the ele ctricity and co m puter system.
These specifications are an instruction
manual fo r th e shipyard and contain, in ad­
dition to ou r quality and usage specificati­
ons, a description o f w here w e w ant eve­
rything to be located and ho w installations
must be operated. The specifications also
state w hat capacity o r p o w e r is necessary,
how much light is required in which locati­
ons, w hat means o f com m unication are ne­
cessary per cabin and w hat kind o f com pu­
te r equipm ent w ill be installed, e tc.’ 'You
can easily compare a ship to a small to w n .
There is a p o w e r plant which generates
power. A d istributio n system which w o rks
like a Municipal U tility . T here are com m u­
nications (telephone, telex, satelite link,
paging system etc.) as provided by any lar­
ge communications company. A nd there is
an internal p o w e r system w ith light points,
switches, plug sockets etc .’
’And now a fe w aspects w here the new
containervessels diffe r fro m previous
ships. D uring the past few years, com m uni­
cation and com pute r technology has vastly
improved. W e used to be confined to fixed
SenW 57STE |A A R G A N G N R 2
telephone connections w hich meant th a t it
was difficult to contact the people on bo­
ard. W e now have a paging system w ith
bleepers. Before, this was impossible firs t
o f all on account o f the sensitivity to in te r­
ference and d ifficu lt reception due to the
ship’s large am ount o f steel.’ ’Especially in
the field o f com puterization, enormous
changes have occured. A larm situatiuons
used to be re p o rte d by means o f small
lamps lighting up. Later, a T V screen was
used, w ith lamps as a back-up, because th o ­
se T V screens w e re insufficiently reliable.
Nowadays, everything is shown on the TV
screen. The greatest advantage o f this is
th a t you only need one cable instead o f the
numerous ones to p o w e r each lamp. Fur­
th e rm o re , you can now call up all kinds o f
inform ation fro m all o v e r the ship via that
screen. A great deal o f a tte n tio n w ill also
be paid to energy saving and to re liability.’
Why?
These new ships are very necesary.
N edlloyd is increasingly developing
fro m a company which fo rm e rly
provided 'p o rt to p o rt’ tra n sp o rt to
a company w ith a ’d o o r to d o o r’
service. And sea tra n sp o rt plays a
ve ry im p o rta n t ro le in a w o rld w id e
tra n sp o rt system o f this nature.
N edlloyd is once again about to ad­
apt its n e tw o rk o f liner services in
o rd e r to keep up w ith the annual
g ro w th o f container tra n sp o rt and
this is w hy the new ship capacity is
essential, p a rt o f the fle e t is econo­
mically obsolete and the new ships
w ill, th e re fo re , be used to replace
o ld e r types and chartered ships.
N ew building and Research has a team o f
experts w h o just get on w ith th e ir w o rk
but, at the same tim e, th in k up and w o rk
o u t brillia n t ideas, some o f which are ready
to be used rig h t now w hile others are kept
fo r use in the future.
W e have marched thro u g h the N e w b u il­
ding and Research departm ent w ith sevenleague strides. Have fo rg o tte n many
things, have not done people justice. But
never mind: in the future w e shall, undoub­
tedly, be hearing a great deal m ore about
the construction o f the ’U ltim a te C o n ta i­
ner C a rrie r' and w e are already looking
fo rw a rd to taking these ’real’ containerships into operation.
JHS
12 1
R o tte rd a m
SMIT INTERNATIONALE NEDERLAND BV
1990
SMIT INTERNATIONAL
HEADING FOR THE FUTURE
w ith the 1986 oil price collapse aggravat­
ing problems in a vital m arket sector.
Many salvage companies, including Smit,
have reacted by diversifying in to new m ar­
kets offering stable income and m ore sec­
urity. S m it’s response has been to develop
contracting and p ro je ct management ac­
tivities, particularly in the offshore and civil
construction fields.
Good progress has been made. In the civil
construction arena, Sm it has carried o u t a
series o f m ajor bridge contracts. O ne o f
the latest, in the U K, calls fo r a phased
programme o f heavy lifts fo r the new
D artford Bridge, w hich w ill span the River
Thames.
The civils projects are becoming larger and
more com plex, allowing Smit to dem on­
strate its p ro je ct management skills in this
im portant new market.
In salvage w o rk , the era o f lone tugs on
station has been sw ept away by m ore
modern, cost-effective salvage concepts.
Teams o f experts and specialised equip­
Exactly 150 years ago, enterprising Kinderdijk shipbuilder and shipow ner Fop
Smit decided to start a tow age service to
assist vessels calling at po rts in the south
w est o f the country. W hen Fop Smit died
in the 1860s, his company had a fleet o f six
tugs w ith a to ta l capacity o f 500 hp. He
could n o t have know n that he had laid the
foundation o f w hat has since emerged as
one o f the w o rld ’s largest towage, salvage
and marine contracting companies, w ith a
fleet o f some 300 vessels.
Today, Smit International is an integrated
group active w o rld w id e in the marine and
civil engineering industries. Headquar­
tered in Rotterdam , the group has a tu rn ­
over o f FIs. 600 m illion, some 3,000 em­
ployees and offices in the U nited States,
Venezuela, W e st Germany, the Middle
East and the Far East. Beyond the tra d i­
tional activities o f tow age and salvage,
group companies are also engaged in civil
contracting, offshore supply, heavy lift and
ocean transportation o f heavy objects.
In the salvage sector, it is d ifficu lt to select
highlights fro m the many hundreds o f
operations carried o u t in often hazardous
circumstances at re m o te locations around
the w o rld . H ow eve r, a number do stand
o u t as having special significance. They in­
clude: the lift o f a 7500-tonne section o f
the tan ker Betelgeuse, which exploded at
an Irish oil term inal; the recovery o f the
M ont Louis’ cargo o f radioactives; the re ­
scue o f o ve r 30 missile casualties during
12
2
__________ 3
the G u lf W ar; and the re-floating o f the
capsized fe rry Herald o f Free Enterprise.
The group's resources include a large fleet
o f 'sheerlegs' floating cranes, to g e th e r
w ith specialised salvage vessels, heavy pull
barges, diving support vessels, pontoons
and heavy transportation semisubmersibles. In addition, Sm it operates a large fleet
o f offshore support and supply vessels in
the N o rth Sea and elsewhere in the w o rld .
Meanwhile, Smit retains its position as the
largest tug o p e ra to r serving the R o tte rdam -E uropoort. It has a fle e t o f 50 harbour
and coastel tugs, w ith additional units en­
gaged under co n tra ct overseas.
C h a n g in g M a rk e ts
For some years, the global m arket fo r sal­
vage services has been in decline. Im prove­
ments to ship design, b e tte r communica­
tions and aids to safe navigation - to g e th e r
w ith a host o f o th e r factors, including
tougher regulation - have reduced casual­
ty rates. In addition, ships are generally
larger, m ore com plex and present new
challenges to the salvor. This is one o f the
reasons w hy w o rld w id e salvage capability
has diminished. This situation is marked by
less w o rk , falling levels o f rew ard in rela­
tio n to salved value, g row ing commercial
risks (especially the application o f no cure
- no pay term s fo r large w re c k removals)
and the high costs associated w ith the
maintenance o f salvage cover on a roundthe-clock basis. The ocean tow age m arket
has also been depressed fo r some years,
_
SenW 57STE jA A R G A N G IN r\
t-
m ent are now airlifted to the area o f an
emergency.
Even the character o f marine emergencies
has changed, w ith incidents involving
hazardous and to x ic substances assuming
much greater prom inence. A n example is
the case o f the Markham Bay, a cargo ves­
sel w hich encountered difficulties during a
call at Singapore. Sm it salvage teams saved
the vessel, which came close to capsizing,
and then dealt w ith the cyanide which had
contaminated much o f the rest o f M ark­
ham Bay’s cargo. P rom pt action by the sal­
vors prevented a major disaster.
D uring lean years in the offshore market,
Smit benefitted fro m the security o f its
global spread o f w o rk . It is now w ell
positioned to strengthen m arket share fo l­
low ing the significant upturn in rates fo r
anchor handling supply tugs seen o ve r the
past 12 months. Today, Sm it’s commercial
strategy is founded on the developm ent o f
business in new geographical areas - ofte n
in jo in t venture w ith high quality local p a rt­
ners.
-
Sm it is also keen to develop its grow ing
p o rtfo lio o f activities in overseas ports.
The drive to open up new m arkets abroad
is coupled w ith m ore aggressive m arketing
in N etherlands ports.
L o o k in g ahead
Smit intends to build on its track re cord o f
achievement in the civil construction field.
Its cranes, specialised vessels, underw ater
engineering expertise and o th e r resources
w ill be in great demand as infrastructural
programmes - from p o rt projects to
bridge-building schemes - accelerate in
Europe (largely as a result o f the Single
M arket initiative) and in the w orld 's de­
veloping economies.
The environm ental field is another target
fo r expansion o f the gro u p ’s activity base.
Once again, the G roup has the experience
and hardware required to react in crisis
situations to prevent o r minimise pollution
damage. It also sees new m arkets in the en­
vironm ental sector fo r contingency plan­
ning and training services. N o w fo r the
n e xt 150 years!
RDM
Rotterdam
RDM
A VERSATILE DUTCH COMPANY
RDM was founded in 1902 as a company
specializing in the repair o f ships and th e ir
equipment. W ith in a s h o rt tim e, building o f
merchant as w ell as naval vessels was added
to the company's g row ing range o f ac­
tivities.
In the merchant marine sector the building
o f tw o giant luxury liners the 'N ie u w A m ­
sterdam ’ and the 'R o tte rd a m ' form ed a
m ilestone in R D M ’s history. Starting in
1930 the developm ent and construction o f
submarines became a company specialty in
the defence sector and gave outstanding
perform ance in service w ith the Royal
N etherlands Navy. In the same period the
production o f guns and how itzers fo r navy
and arm y applications was added to the
p ro d u ct range as an im p o rta n t starting
p o in t fo r R D M ’s present position in this
field.
A lthough RDM operates under normal
comm ercial m arke t conditions, a special
relationship w ith the D utch G overnm ent
has historically developed in the defence as
w ell as in the civil sector, resulting in a
good understanding and efficient com ­
munication. O n the basis o f sound financial
results, RDM is able to continually invest
into developm ent o f its c u rre n t products
and fu tu re m arkets as w ell as investm ent in
equipm ent, p roductio n c o n tro l and human
resources.
R D M ’s premises are situated along one o f
Europe's main waterways, in the w o rld ’s
largest p o rt R otterdam , w ith free access
to the m ajor industrial areas and open to
the sea.
R D M ’ activities are divided into th re e in­
dustry groups:
Naval Engineering, General Engineering
and Energy Systems.
N a v a l e n g in e e rin g
As the designated submarine builder fo r
the Royal Netherlands Navy, RDM has
gained a wide experience in the design and
construction o f submarines. This is appa­
re n t in the c u rre n t p ro d u ct range: the
2800 to n WALRUS-class and the range o f
MORAY-class submarines, a flexible hav­
ing 1100 t o t 1800 ton submerged displace­
m ent. These submarines have several ele­
ments in com m on: integration o f proven
equipm ent, lo w noise levels, high shock re ­
sistance and cost-effectiveness. R D M ’s
range o f submarines provides fle x ib ility o f
design in response to various custom er re ­
quirements.
In addition, RDM is a supplier o f naval guns,
to rp e d o tubes and to rp e d o handling sys­
tems as w ell as solid and h o llo w -b o re d
shafts fo r ships’ propulsion systems.
1990
H elicop ter landing grids and decklocks,
pe rm ittin g h elicopter operations on board
ships in conditions up to sea state 6-7, have
found w ide acceptance.
G e n e ra l E n g in e e rin g
This industry group develops and supplies
advanced products and systems fo r civil
and defence markets. In the civil sector
General Engineering Handles a range o f
projects w hich are certainly non-routine,
just one example is the im portant role
RDM played during the construction o f the
Eastern Scheldt S torm Surge Barrier, one
o f the largest hydro-dynam ic projects in
Europe, if n o t in the w o rld . RDM as main
co n tra c to r was responsible fo r manage­
m ent, manufacturing, installation and sta rt­
up o f the 124 hydraulic opening and closing
mechanisms o f the gates. For such projects
RDM had the means: fro m C A D /C A M
facilities to tem perature-com pensated
machining tools. W ith in this group D e ­
fence Engineering form s a main field o f ac­
tivities. O rdnance has been a speciality fo r
many years. The present prod uction p ro ­
gramme includes the RDM M I 39 to w e d
155 mm field h ow itzer, the upgrading o f
the M l 14 field h o w itz e r into M l 14/39 as
w ell as the m odification o f the 40L70 anti
aircraft guns and the M l 09 self-propeller
how itzer. M odification and production o f
wheeled and tracked vehicles (o f the APC,
AIFV and A R V categories) and systems fo r
main battle tanks fo rm another im p ortant
range o f activities. A n ti-ta n k missile laun­
chers have been integrated into A P C ’s.
And in addition, R D M ’s Defence Engineer­
ing has gained a w ide experience in the 5th
echelon overhaul o f heavy armed vehicles
and weapon systems.
E n erg y S ystem s
Steam turbines and ancillary components
fo r coal-fired and nuclear pow er-genera­
ting plants fo rm one section o f the produc­
tio n activities o f Energy Systems.
Engineering know -how , extensive machin­
ing facilities and s tric t quality c o n tro l p ro ­
cedures o ffe r a solid basis fo r the produc­
tio n o f these com plex systems and com po­
nents. The o th e r section is the p roduction
o f pressure vessels fo r the petrochem ical
and o il- and gas industry as w ell as fo r nu­
clear steam generating plants. In addition
structural com ponents fo r the offshore in­
dustry. RDM has extensive experience in
the use o f special steels, clad steels and
weldoverlay cladding, n o w demanded fo r
m ore aggressive processes.
RDM has the experts and craftsmen to
supervise
projects.
From
inception
through p ro je c t management to a fte r­
sales services, including instruction and
maintenance, RDM delivers tail-made p ro ­
ducts.
125
Verolme Botlek
Rotterdam.
Quality and
Flexibility.
We take care
of all your
repairs, from
routine mainte­
nance, damage
and in-port repairs
to the most
complex projects.
We can drydock any
size of vessel and off­
shore unit.
With our reorganised
company structure,
operating independently
and cost reducing measures
we are ready for the
1990’s and 24 hours a
day at your service.
Verolme Botlek,
Prof. Gerbrandyweg 25,
3197 KK Rotterdam Botlek,
The Netherlands,
telephone (+31) 1819-14644.
Telefax (+31) 1819-18082.
lelex 29710 vebo nl.
Representatives all over the world.
l U
—
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ry d o c k m g , repair, c o n v e rs io n in ro tte rd a m
AI 26
6154
VEROLME BOTLEK, PAST, PRESENT
AND FUTURE
O rig in
The shipyard's history began in 1957, w ith
the opening o f the new ly constructed
facilities in the R otterdam B o tle k p o rt
area. Shiprepair activities, initially centred
around thre e floating docks w e re e x ­
panded in 1962 w ith tw o graving docks,
enabling the yard to drydock ships up to
approx. 100.000 d w t. The rapid increase in
ship sizes required the construction o f
dock 7 fo r vessels up to 500.000 d w t,
which was com pleted in 1970. Towards
the middle o f th e 70's tw o m ajor economic
factors affected the yard’s activities. The
V LC C m arket collapsed, w hile offshore
and oil and gas e xp lo ra tio n and production,
in particular in the N o rth Sea, saw m ajor
expansion. Thanks to the modern facilities
and especially w ith the giant dock 7, cap­
able o f handling even the large offshore
rigs, the company was w ell positioned to
adapt t o these changed m arket conditions.
By 1980 the ship newbuilding departm ent
was closed and the company concentrated
itself exclusively on the ship and offshore
repair markets in which the yard obtained
strong m arket positions.
Today
and to m o r r o w
The location o f a ship and offshore repair
yard is almost as im p o rta n t as the facilities
it can offer. Bearing this in mind V erolm e
B o tle k ’s position could hardly be be tter.
The yard lies in the heart o f N o rth W e st
Europe, in the industrial area o f R o tte rda m -E u ro po o rt w ith an open connection
to the N o rth Sea. It is the firs t available
yard fo r ships entering the P o rt o f R o tte r­
dam. The yard is capable o f accom m odat­
ing in d rydock any type o r size o f vessel and
virtually all existing drilling rigs both jackups and semi submersibles, as w ell as the
View on present ship and offshore repair activities. Furthermore in drydock no. 6 multifunctional use o f drydock facilities, viz: construction
of concrete caissons by Ballast Nedam n.v.
SenW 57STE jA A R G A N G N R 2
127
Mr. Albert van Nieuwkoop, Managing D irector Verolme Botlek.
Verolme Dock and Shipbuilding Company Ltd, Ship newbuilding and repairs. (Drydock
No. 5 and 6 under construction)
largest crane and d e rrick barges, pipelay
barges and o th e r offshore construction
units. T o g e th e r w ith its favourable geo­
graphical position, this capability has re­
sulted in an re cord o f m ajor repair and
conversion projects o f a large num ber of
offshore structures. Rapid developments
in shipping and offshore markets require
high operational fle xib ility, advanced tech­
nology and a highly-trained multi-skilled
w o rkfo rce . V erolm e B otlek actively pur­
sues new solutions fo r the changing ship
and offshore repair and maintenance indus­
tr y in o rd e r to m eet the challenges o f the
90’s. Since tw o years V erolm e B otlek has
embarked on a w hole new philosophy for
the ship and offshore repair industry, o ffer­
ing O w ners and O perators, n o t only con­
ventional repair facilities and services, but
also the use o f the yard under a new 'ser­
vice station approach’. This service station
approach involves the use o f the yard's ex­
tensive facilities by O w n e rs wishing to
sub-contract repair operations to special­
ised companies o r carry o u t th e ir ow n re­
pairs. This fundamental change in policy
was firs t trie d by V erolm e B otlek and Man­
aging D ire c to r A lb e rt van N ie u w ko o p re­
cently com m ented: T h is philosophy, new
to the repair industry, has been prom oted
th ro u g h o u t the conventional and offshore
markets and has been accepted by many to
be an ideal answer to th e ir requirements'.
D uring 1989 V erolm e B otlek has won
three m ajor offshore repair and mainte­
nance contracts. The Italian registered
'M icoperi 7000', w o rld ’s largest crane ves­
sel, which required the renewal o f 800 m
p ip e w o rk ranging in diam eter fro m I to 2
m etre. F u rth e rm o re the m odification of
the 250.000 d w t Floating Storage Unit
'Shell/Esso Fulmar FSU\ requiring exten­
sive survey, installation o f thrusters, fabri­
cation o f the required trunks, installation
o f g enerator sets etc. T h is proved the
fle x ib ility o f V e ro lm e Botlek, being able to
cope w ith extensive projects including un­
planned maintenance w o rk arising during
the execution o f a p ro je c t’, said Mr. Van
N ie u w ko o p . D uring D ecem ber European
Marine C o n tra c to rs Ltd. (EMC) awarded
V erolm e B otlek the contract fo r extend­
ing th e firin g line o f th e pipelaying vessel
'C a sto ro Sei', which results in an extension
o f the conveyor deck and superstructure
w ith approx. 13 m. This requires approx.
220 tons in steelw ork. Redelivery o f the
pipelaying vessel w ill take place during the
second half o f February 1990. Also on the
ship repair side the yard’s activities were
satisfactory w ith a high occupation level of
the various facilities and an increase in
tu rn o v e r compared w ith the previous
year. There is a confidence in develop­
ments during 1990.
128
SenW 57STE jA A R G A N G N R 2
m M M '.BijH ij
cMg pe tros6£N
m
g m
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d n tz .
P
•«Sfessr
er
DUTCH OFFSHORE
TRAINING CENTRE
DEN HELDER
p j& ft
Y #!**?® -
VEILIGHEIDS
.— — — —- —... —
Eigenlijk is het
m
vreemd dat niet iedereen
er gebruik van maakt:
5 =_____
een jaarlijkse inspektie
V M M J W Ó G E N H J U ä B D Z V ... 1 van de scheepshydraui s m
s
u
s
»
»
i—
liek. Als gebruiker weet u
A. raw th r Hahfwi t o / JjVf— — —
dat de veiligheid op uw
schip alleen optimaal kan
zijn, met goed werkende
hydraulische systemen. Het kan om een stuurmachine
gaan, of een hefbaar stuurhuis, maar bijvoorbeeld ook om
een autokraan. Van der Velden-veiligheidsinspektie biedt:
een jaarlijks terugkerend kontrole-bezoek waarin al uw
hydraulische systemen nagekeken worden. Lekkages en
foute afstellingen worden opgespoord en de hydraulische
apparatuur w ordt nagemeten en getest. In het inspektierapport kunt u dan precies zien wat er aan onderhoud en
reparatie moet gebeuren.
En is alles in orde, dan ontvangt u bij het inspektierapport een veiligheidscertifikaat. Een prettige garantie,
want Van der Velden is al ruim 25 jaar aktief op hydrau­
lisch gebied. Daarom kunt u ons ook inschakelen bij repa­
raties, want ook op dat gebied hebben we onze sporen
verdiend. Van der Velden heeft een monteursteam, dat
24 uur per dag tot uw beschikking staat. Een telefoontje is
voldoende.
Een jaar na de keuring krijgt u dan een herinneringsbericht
voor de nieuwe jaarlijkse inspektie.
Uiteraard is de veiligheidskontrole niet gratis, maar preven­
tie is wel kostenbesparend.
Van der Velden, in Krimpen aan de Lek, vervaardigt,
onderhoudt en repareert al meer dan 25 jaar scheeps­
apparatuur. Zij richt zich daarbij op het betere produkt en
de betere service. W ant uit ervaring weet zij dat in de
scheepvaart die twee zaken bovenaan de lijst staan.
Het leveringsprogram m a van Van der Velden om vat:
• Roeren (norm aal balans en hydrodynamisch), flaproeren
en hydraulische stuurmachines (voor elk roertype).
Kapaciteit en afm etingen w orden aangepast aan u w
eisen.
• Andere scheepshydraulische apparatuur zoals:
nettenrollen, lieren, winches, stuurhuisliften, masten,
schroefas, generatorsets
standaard stuur-units
„formatie.
autom atische pilo te n
^ ^ g erust v o o r m e e r i
—
-
_A. van «/er Velden
Dorpsstraat 67a / Postbus 2061,2930 AB Krimpen a/d Lek
Tel.: 01807-11577, Fax: 01807-11578, Telex: 26401 intex nl
Courses in: INFLATABLE LIFERAFTS,
WHITTAKER CAPSULE, FIRST AID BASIC
AND REFRESHER COURSES.
BREATHING APPARATUS AND
REFRESHER COURSES, FIRE FIGHTING,
TRAINING WELL CONTROL, OFFSHORE
CRANE OPERATOR, PORTABLE FIRE
EXTINGUISHERS, HELICOPTER DECK
CREW, RADtOTELEPHONY.
LEIRO I AND III. • ALSO TAILOR MADE
COURSES AND CONSULTANCY.
FURTHER INFORMATION PLEASE CONTACT THE CENTRE.
All courses according N.I.F.O. and NOGEPA POLICY ON SAFETY
TRAINING
P.O. Box 137,1780 DC Den Helder
The Netherlands
Tel. 02230-25070
Fax 02230-16520
Telex 57072 DOTC NL
Founding Member International Association
tor Sea Survival Training (I.A.S.S.T.)
Office: Aberdeen (U.K.)
Founding Member International Netherland
Safety Training Association,
Office: Haarlem (NL).
VLAARDINGEN00ST
SHIPREPAIR
»
1
!
Your logical choice in the
heart of Rotterdam for
drydockings
yard & port repairs
anchors & chains
Schiedamsedijk 2 - 3134 KK Vlaardingen-Holland
P.O. Box 47 - 3130 AA Vlaardingen-Holland
Tel. (010) 434 27 44 - Fax (010) 434 08 87 - Telex 22119
A l 29
VLAARDINGEN OOST SHIPREPAIR
Vlaardingen O o st Shiprepair was founded
in (920 as a shiprepair w orkshop in the
Vulcaanhaven in Vlaardingen. Today the
Yard is still located on the very same spot
w here it all began, ideally situated in the
centre o f the P o rt o f Rotterdam . Sailing
upstream, the firs t shiprepair yard on yo u r
left. O n ly 12 miles fro m the N o rth Sea.
D uring its existence, Vlaardingen O o s t
gradually built up its share o f the m arket,
providing all kinds o f services to shipping
and industry. C onversions like lengthening
o f all kinds o f vessels, upgradings o f
pipelaying barges and oilrigs, w e re carried
o u t all in addition to the yards day to day
business in the field o f ship surveys, dock­
ings and damage repairs.
The eighties proved to be d ifficu lt years
fo r shipping and her associated industries
and it had also effect on Vlaardingen O ost.
A fte r a long struggle, despite diversifica­
tio n o f activities and joints effo rts made
by management and w o rk fo rc e , the yard
'slipped o ve r the edge' in the last q u arter
o f 1988.
Recognising h e r potential, the Damen
G roup in G orinchem , le t the yard 'rise
fro m her ashes', resulting in to a ’n e w ’
Vlaardingen O ost. The yard resumed op­
erations in D ecem ber 1988, and fro m that
m om ent on, re stricting herself to the fo l­
low ing activities:
A - Docking, repairing o f ships
B- Trading, repairing and testing o f an­
chors, chains, etc.
S h ip re p a irs
This is the companies main activity. The
yard is operating 3 floating docks and a
sideslipway fo r ship’s upto 14.000 tons
d w t. The total yard area is approx. 95.000
m2 w ith 390 m etres o f quayside, w hile the
w ate rd e p th alongside is approx. 7 metres.
The w aterdepth, betw een th e yard’s
buoys is 13 metres. W orkshops are situ­
ated around the drydocks and slipway and
are suitably equipped to deal w ith all kinds
o f steel-, engine- and piperepairs. Quays
and docks are fitte d o u t w ith cranes w ith a
lifting capacity u p to 17,5 tons.
The yard has ample space to store Ship­
o w n e rs’ spare parts, stores, etc., either
stored in covered heated warehouses o r in
the open air. A to ta l w o rk fo rc e o f 140
people is available in a 2-shift system on
normal w eek days, w hile, if required 3rd
shifts and also dayshifts during weekend
and holidays can be arranged.
V o ya g e and h a rb o u r re p a irs
A n im p o rta n t and logical consequence of
the Shipyard organization is the voyageand harbourrepair section, which is dealing
w ith approx. 400 voyage repairs per year.
T h e a n c h o r and chain fa c to ry
This departm ent, w o rkin g as a separate di­
vision w ith in the yards organisation, is able
to produce anchorstudlinkchain upto 105
mm diam. in U2, U3 and O .R.Q., as w ell as
specialized tailorm ade hoistingappliances.
There are stocks o f anchors and chains on
the yards premises ensuring a p ro m p t and
I3 0 _______________________________________________________________________________________ SenW 57STE jA A R G A N G N R 2
II»
v la a rd in g e n o o s t s h ip re p a ir
reliable replacem ent service. The A nchorand Chainfactory is equipped w ith anneal­
ing furnaces and testbeds approved by all
major Classification Societies. Testing o f
chains, anchors, ropes, shackles, hydraulic
components, etc., can be done u p to 1000
tons while reconditioning o f used anchors
and chains is a substantial part o f the ser­
vice package.
T he V la a rd in g e n O o s t app ro ach
W ith the purpose offering an im proved
quality and m ore efficient service to th e ir
customers, V laardingen-O ost is adheres to
the follow ing principles:
1. Flexability
a. Unlike many o th e r yards, the normal
w orkingw eeks fo r the yard’s personel
are extended to 4 2 '/z hours per week.
The e x tra hours w orked are saved and
used as ’tim e o f f during slack periods,
thus ensuring a flexible system.
2. Subcontracting
Although the m ajor part o f the normal
w orkload can be carried o u t by th e yard’s
3 * J I l |/AMr\'o>MNO
Rotterdam
1990
ow n personnel, the m anhour capacity o f
Vlaardingen O o st is to the strategic
minimum. D uring the busy periods skilled
labour fro m outside is called in, e ith e r on
basis o f ’tim e and m aterial’ o r subcontract­
ing’. Subcontractors are efficiently con­
tro lle d by th e shipyard. A ll specialised ac­
tivitie s like electrical w orks, cleaning,
gritblasting and painting, insulationw ork,
carpenter w o rk etc. are subcontracted to
specialized firms, many o f w hom have th e ir
o w n w orkshop/office in the yard.
3. M u ltiskill
In view o f making a m ore efficient use o f
the manhours available in addition to vari­
ous capabilities o f individual w o rke rs the
yard has introduced the YnultiskiH’ co n­
cept.
Simple and /o r supporting tasks are carried
o u t by any body w ho is available on that
particular mom ent.
It also develops the sense o f responsibility,
w hich is good fo r the m oral and m otivation
o f the yard’s personnel. The rate o f ab­
sence caused by illness in 1989 has been the
low est in many years.
1989
Looking back on 1989 one must draw the
conclusion th a t Vlaardingen O o st has been
doing well.
The u p turn in shipping in com bination w ith
the restructering o f the yard’s organiza­
tio n and m oreover, adding the fresh ap­
proach o f how to use the human resources
available has led t o a Vintage' year fo r the
yard.
Com pared to the budget fo r 1989, the ac­
tual manhours sold, w e re 25% higher,
w hile the to ta l tu rn -o ve r tu rned o u t to be
40% higher, all leading to a positive finan­
cial result.
A lthough developm ents in shipping are dif­
ficu lt to predict, Vlaardingen O o st proves
to be on the rig h t track and th e re fo re the
yard's management looks in to the fu tu re in
an o ptim istic and positive way.
W I L T O N - F I J E N O O R D : UNIQUE
COMBINATION WITH A GLORIOUS
HISTORY
The history o f W ilto n -F ije n o o rd is one
w hich is filled w ith glory. It commences in
1823. In that year, the Etablissement Fije­
n o ord was founded by Gerhard M o ritz
Roentgen, one o f the great entrepreneurs
o f his tim e. The company targeted its ope­
rations both the construction o f navy and
merchant ships, as w ell as activities on land.
Fijenoord built w a te r w o rk facilities, sugar
refineries, locom otives, roofed A m ste r­
dam’s C entral Station and manufactured
presses fo r the dom estic and foreign
market.
In 18 5 1, Bartel W ilto n started a sm ithy on
the Baan in Rotterdam . Most o f his w o rk
consisted o f riveting w a te r tanks fo r ships,
plating life boats, repairing stoves etc. G ra­
dually, the activities o f the company began
to be concentrated on b o iler construction.
If repair w o rk was scarce, new boilers
w e re b uilt which finally g re w to o large fo r
the sm ithy on the Baan. In 1876, the co m ­
pany moved to the W estzeedijk along the
river Maas, w here a harbor was construc­
ted and a slipway was b u ilt fo r carrying o u t
ship repairs. Both companies p ro fite d fro m
the digging o f the N e w W aterw ay, as this
led to a considerable increase in shipping
traffic to R otterdam .
O nce again, space became a problem fo r
W ilto n , which meant that new accomm o­
dations w ould have to be found. The
choice fell on the W estkousdijk in Delfshaven.
Fijenoord was a steadily g row ing business
w hich had gained an e xcellent reputation
as a naval shipyard. A t the end o f the last
century, various p ro p e llo r steamers w e re
b u ilt that all saw service in the East Indies.
In addition, the yard b uilt steam canon
boats, flotilla vessels, spar to rp e d o boats,
G-boats, O and K submarines, and last but
n o t least, the cruiser 'D e R uyter’ ( I ), that
later w e n t dow n in the Java sea.
B oth companies realized the sense o f jo i­
ning forces rather than tryin g to com pete
against one another. This, in view o f the
fact that W ilto n had decided to sta rt build­
ing engines, an area staked o u t by Fije­
n o ord long ago, w hile Fijenoord planned
taking on repair w o rk , a specialty o f W il­
to n ’s. Both companies b u ilt vessels fo r
both naval and merchant use. M ore
over, the equipm ent o f the yards w e re e x­
cellent com plem ents o f one another. In
1929, the m erger betw een W ilto n and Fij­
enoord became a fact. The headquarters o f
the new company w e re located in
Schiedam. A t the tim e o f the m erger, both
companies had b uilt o ve r 300 ships. H o w
ever, disaster in the fo rm o f the D epres­
sion struck, and struck hard. The English
pound plum meted. Ships w e re laid up.
N e w orders tapered off. Repair w o rk con­
tinued to come in, but this consisted o f
maintenance w o rk , on which shipowners
economized as far as possible. There w ere
less damage cases, due to the decrease in
transport.
A positive result o f the crisis was the sti­
mulus in the search fo r technical im prove­
ments in ships w ith a greater p ro p e llo r ef­
ficiency, providing cost-cutting benefits
fo r the shipowners. These efforts w e re
supported by the governm ent by means o f
a m odest credit. W ilto n -F ije n o o rd was
able to survive the crisis because o f the na­
val shipbuilding activities and by providing
faster, m o re effective and inexpensive
solutions in damage repair w o rk . U n fo rtu ­
nately, W ilto n -F ije n o o rd was caught up in
the second w o rld war. The yard was a fre ­
quent target fo r bombing. Employees lost
th e ir lives. H ow ever, w ith the a ttitu d e so
characteristic o f W F personnel, the com ­
pany succeeded in getting back on its feet.
By 1948, the business in Schiedam was on­
ce again running at full capacity. D uring the
fifties, there was m ore than enough w o rk
fo r W F. Investments continued to be ma­
de. Many im provem ents w e re introduced
which n o t only had a positive affect on the
w o rkin g climate, but also increased effi­
ciency, enabling W ilto n -F ije n o o rd to w ith ­
stand the com petition.
Gargantuan e ffo rts w e re put in to virtually
irretrievable w recks o f ships such as the
m .t. ’Nuculana’, the ’Oranus’ and the m.s.
’E rria’.
N e w orders fo r ships came in from
custom ers such as the Royal Navy, the
Rotterdamsche Lloyd, the KPM, the H AL
and BPM (Shell). The machine factory in
Schiedam also expanded during those
years. Quay walls w e re repaired, the slip­
way im proved and extended, existing
docks w e re m odified, cranes installed etc.
Land was purchased in o rd e r to excavate
docks 6 and 7. A random selection o f the
new construction activities include the
construction o f the ’Rijndam’, the 'Maasdam’, the ’D iem ersdijk’ and the whaler
’W ille m Barendsz'. W ilto n -F ije n o o rd be­
came the main co n tra c to r and secretary in
the construction o f 32 coastal mine swee­
pers fo r the Royal Navy.
A milestone was reached in 1954 w ith the
hundredth anniversary, a date marked by
an exhuberant celebration. The company
in Schiedam had matured into a harm o­
nious, w e ll-o rd e re d industrial complex
w ith a magnificent turning basin fo r the
docks and a com pletely modernized lay­
out.
In the m em oirs o f the company, the year
1956 stands o u t as the year in which a
grand to ta l o f nine ships w e re completed
fo r delivery.
The tonnage o f the vessels continued to
g ro w , and at the repair yard, develop­
ments w e re anticipated and repairs carried
out. Names like Onassis and Livanos were
heard at the yard. Ships came from far and
near. R otterdam expanded at an ever-in­
creasing pace to finally become the w o rld ’s
largest p o rt. And W ilto n -F ije n o o rd grew
w ith the p o rt.
In 1966, dock 8 was opened by His Royal
Highness Prince Bernhard. W ilto n -F ije ­
n o ord now had the facilities to dock ships
carrying up to 160,000 d w t, and thus once
again remaining ahead o f the com petition.
The firs t vessel to be docked was the W Fb u ilt ship ’Diadema’. The sixties com m en­
ced w ith the gigantic conversion jobs on
th e ’V ic to ria ’, the ’O x fo rd s h ire ’, the ’W il­
lem Ruys’ (n o w named ’A ch illo Lauro’) and
the ’Statendam’. Huge damage repairs w e­
re carried o u t on, fo r example, the 'Crystal
Jewel’, the ’V itre a ’, the ’M osli’, and many
others. The air c ra ft c a rrie r ’Karel D o o rSenW 57STE jA A R G A N G N R 2
Ruysch Trading Holland B.V.
I
|
PJ
Ruysch Technical-Agencies
Holland B.V.
LEVERINGSPROGRAMMA
Reserve onderdelen voor vele merken scheepsdieselmotoren, o.a.: cilmdervoeringen, cilinderdeksels, kleppen,
lagers, zuigers, -veren.
- 'SILION' lagermetaal. een veredeld loodbasismetaal dat
dankzij unieke eigenschappen al meer dan 50 jaar een
vaste plaats in de markt weet te behouden.
VERTEGENWOORDIGINGEN
SCHEEPSREPARATIEWERVEN
GESPECIALISEERDE BEDRIJVEN
Brazilië
Canada
Can. Eilanden
Cyprus
Engeland
Gustav Espey KG - div. afdichtingen
Hartchrom AG - vernikkelen + verchromen -slijpen
M. Jürgensen KG-centrifugaal gegoten cilindervoeringen
Longueville gebrs. - krukpen slijpen "in situ"
Metallwerk Langenau GmbH - glijlagers
Mitchell, Shackelton & Co. Ltd. - fabriceren van krukassen
Nordische Stahlgiesserei - staalgietwerk tot 10 ton stuk gewicht
Nordon & Cie. - Ketelbouw en pijpconstructies
Nylands Marine Service AS - onderdelen scheepsdieselmotoren
Gustav Pleissner - gietijzeren stukken tot 7 ton
Reinosa S.A. - Smeedstalen stukken tot 90 ton - gietstalen stukken
tot 100 ton
von Roll AG - smeedstalen stukken tot 27 ton
G.B. Scarsi - Genua - reparatie aan elektrische en elektronische
installaties
Senior Bigwood Ltd. - niet verspanende
metaalbewerkingsmachines
Filippijnen
Frankrijk
Griekenland
Italië
Japan
Kameroen
Madegaskar
Portugal
Taiwan
Zweden
Renave - Rio de Janero
Versatile Co. - werven in Vancouver en Victoria
Astican - Las Palmas
Famalift - Limassol
A & P Appledore (Highland Participants) werven in
Aberdeen, Falmouth, Milford Haven en Tyneside
Cebu Shipyard & Engineering Works - Cebu City
Techni - services - Marseille
Hellenic Shipyards Co, - Skaramanga
O.N.I. (Officine Navali Italiane SpA)-Genua,Napels
Kasado Shipyard - Kasadoshima
CNIC - Douala
Secren - Antsiranana
Navalconsulte - Lissabon
China Shipbuilding Corporation - werven in
Kaohsiung en Keelung
Cityvarvet AB - Göteborg
POSTBUS 28, 7200 AA ZUTPHEN, TEL,: 05750-15744, FAX: 05750-15750, TËLEX: 49149 RTH NL
RESCOFLAKE®
Glasvlokken versterkte
hoogwaardige Polyester
coating.
Beschermt tegen:
Chemische corrosie,
cavitatie,
electrolitische corrosie.
Repareert en is machinaal na te bewerken.
RESCORAMIC®
Ceramische coating
v*
.i
v»
Zeer hoge slijtvaslheid.
Beschermt tegen:
Chemische corrosie,
electrolitische corrosie.
Repareert en is door zijn hoge hardheid niet na te bewerken.
O ns N ationale- en Internationale netwerk van Dealers
bieden u de snelste service.
resistant coatings bv
T hurledew eg 115
3044 ER Rotterdam
Telefoon 010-415 18 77
Telex 25099 nl
Telefax 010-462 39 14
A l 33
Hertel:
know-how sinds 1895
Al seder! 1895 houdt Hertel zich bezig
met het leveren en monteren van
isolatlesystem en en met het vervaardigen
van afdichtingen en technische rubbers.
Hoofdgroep Isolatie
De hoofdgroep Isolatie, aanvankelijk
gestart op het gebied van de
scheepsbouw, is nu vrijwel met meer weg
te denken in elke tak van de industrie.
Hertel heeft dus een ruime ervaring met
alle facetten van de isolatiebranche.
Therm ische en akoestische isolatie,
brandbescherm ing; Hertel w eet er alles
van en dat g e ld t ook voor klimaatkamers,
polyurethaan spuiten, asbestverwljderen,
licht constructiew erk en brandw erende
m uurdoorvoeringen. O ngeacht of het om
een nieuwbouw-, renovatie- of
onderhoudsproject gaat.
Am sterdam , Rotterdam, M iddelburg, Echt
en Kampen.
De verkoopactiviteiten van deze
hoofdgroep zijn te onderscheiden in:
• de groep A fdichtings- en R ubbertechniek
(A & R ),
• de groep Dak- Voeg- en Grondwaterafdichtingssystem en (DVG).
©hertel
Hertel B.V.
Postbus 7115
3000 HC Rotterdam
Telefoon 010-416 65 00
Telex 28611 herco nl
Telefax 010 - 416 76 08
Hoofdgroep Afdichtingen
De hoofdgroep A fdichtingen ontwikkelt,
produceert en levert afdichtingsmaterlalen in elke gew enste vorm en
hoeveelheid.
De hoofdgroep A fdichtingen heeft
verkoopafdelingen m et stansfaciliteiten in
It'splainsailing
DeltaWorkb^pjs
DeltaShipyard Sliedrecht BV
International W orkboat
P.O. Box 51, 3360 AB
Telephone 01840-16366, Fax
Telex 26376, Cable:
AI 34
R o tte rd a m
1990
man' underw ent full-scale reconstruction
and the cruiser 'D e R uyter’ (II) was o ve r­
hauled.
Both ships are still in service, the fo rm e r in
the Argentinian Navy, the la tte r in th a t o f
Peru. The frigate 'N ige ria ' was built fo r the
Nigerian Navy. In 1965, the 152nd naval
craft was launched at W ilto n -F ije n o o rd !
This was the submarine, the 'Potvis'. H e r
sister ship, ’T o nijn’ was on the stocks. W il­
ton-Fijenoord has built submarines fo r cus­
tomers o th e r than the Royal Navy. In the
past, this type o f craft was also delivered to
Spain and Turkey.
Besides innumerable reconstruction and
conversion activities (which included the
lengthening o f 7 ships fo r VNS), the co m ­
pletion and delivery o f the 'W e s te rk e rk ',
the T e xa co R otterdam ’, the 'La Q u in ta ’
and the 'La Hacienda' also to o k place d u r­
ing these years. W ilto n -F ije n o o rd also es­
tablished a reputation in the field o f o ff­
shore. In cooperation w ith Gusto, several
n o tew o rthy
projects w e re
realized,
including the 'Chazar', a drilling rig fo r Rus­
sia and the 'Spar', a vertical, floating crude
storage tank. Towards the end o f the six­
ties, W F bu ilt the 'Pazargad', a buffer tank
for crude, to g e th e r w ith RDM.
Dutch shipyards came under increasing
pressure fro m 'cheaper' countries, such as
Japan and Korea. The call to join forces
grew steadily louder, and resulted, in 1968,
in the m erger o f W ilto n -F ije n o o rd w ith
Rijn-Schelde. In the c o n te x t o f this m e r­
ger, th re e enormous, fast container ships
were built fo r Sea-Land. In 1972, V erolm e
became part o f Rijn-Schelde, and the b irth
of Rijn-Schelde-Verolme was annouced.
Although, th ro u g h o u t the seventies, m e r­
chant vessels continued to be b uilt by W il­
ton-Fijenoord, including tw o chemical
tankers, it became increasingly clear th a t
the D utch ship builders w ere losing the
battle in the face o f the m urderous com pe­
tition fro m the Far East. M oreover, the
consequences o f the oil crisis had seriously
affected the am ount o f repair w o rk availa­
ble. Tankers w e re laid up; shipping compa­
nies liquidated.
Nevertheless, W F succeeded in keeping
afloat. The yard on the W estkousdijk had
already been closed down. The slipway
was extended and m odernized. D ock 6
SenW 57STE [A A R G A N G N R 2
was covered over. N e x t to ro u tin e w orks,
the repair yard carried o u t several specta­
cular jobs, among others raising the depth
o f tw o fe rry boats, in which the super­
s tru ctu re was cut along the length o f the
ship and subsequently jacked up as to c re ­
ate m ore ro o m fo r an e x tra deck. A job
shipyards abroad did n o t dare to attem pt.
In the offshore field, the conversion o f an
o re tanker to crane ship and rebuilding a
tanker in to a floating storage tank meant a
significant utilization o f capacity. Naval
vessel construction consisted o f three c o r­
vettes which w e re delivered to the Indo­
nesian Navy, and tw o S-frigates to the
Royal Navy.
Due to a num ber o f causes, the languishing
Rijn-Schelde-Verolme concern declined
and in 1983, the curtain fell on this ship­
building giant.
In the past, W ilto n -F ije n o o rd had learned
how to fig h t fo r survival. Again and again
the company succeeded in overcom ing the
odds, o f w hatever nature. The fighting spi­
r it and fle x ib ility o f the company, whose
history goes back o ve r 160 years, again
provided the basis to survive this o n ­
slaught. Since 1984, W ilto n -F ije n o o rd has
operated com pletely independently.
A t that tim e, w o rk in progress constituted
the o rd e r fo r construction o f tw o subma­
rines fo r Taiwan. The firs t submarine was
launched in 1986 fo llo w in g a construction
tim e o f n o t quite fo u r years, and was given
the name 'Sea D ragon’.
The second submarine was launched in D e­
cem ber 1986, a fte r a construction tim e o f
slightly o v e r three-and-a-half years, and
was named 'Sea T ig e r’.
These construction tim es are the shortest
ever to be realized in peace tim e fo r sub­
marines o f this class. The ’Sea D ragon’ was
delivered to Taiwan in O c to b e r 1987 and
the 'Sea T ig e r’ in A p ril 1988.
In 1987, th re e tugs w e re delivered to In­
donesia, w hile the o rd e r acquired in Sep­
te m b e r 1986 fo r the construction o f tw o
customs launches fo r Taiwan was co m p le t­
ed in 1988 (constr. nr. 8 I9 and 820 res­
pectively).
D uring recent years, W ilto n -F ije n o o rd has
been absorbed in a constant struggle to be
able to continue th e ir new construction
activities. Success seemed to be w ith in
grasp w hen the navy o f Taiwan proved ea­
ger to place an o rd e r fo r an additional fo u r
submarines.
The refusal by D utch governm ent to issue
an e x p o rt licence was a b lo w to the com ­
pany's hopes in this direction. The decision
was upheld when appealed against. D uring
the debates in the Tweede Kamer (L o w e r
C ham ber) on the e x p o rt licence fo r the
delivery o f another fo u r submarines to Tai­
wan, various m otions w e re adopted by
unanimous v o te in which alternative w o rk
fo r W ilto n -F ije n o o rd was urged. The
D utch governm ent, however, and the ma­
jo rity o f the Tweede Kamer subm itted to
the decision. A fte r a second application fo r
an e x p o rt licence fo r the delivery o f fo u r
additional submarines to Taiwan was tu r ­
ned dow n by the D utch governm ent, it be­
came evident that, fo r the tim e being,
there was no prospect o f any new con­
stru ctio n w o rk fo r the yard. Hence, most
o f the activities in this sector w ere te rm i­
nated at the beginning o f 1988, w ith all the
consequences that this entailed fo r the
personnel.
Even now , when W ilto n -F ije n o o rd ’s main
activities are focussed on the maintenance
and repair and conversion and reconstruc­
tio n o f merchant ships, offshore equip­
ment, naval vessels and yachts, the yard
continues the e ffo rt to a ttra c t new build­
ing orders. A fte r all, the knowledge and
experience are still available. A cquisition
e fforts are d irected chiefly in the m arket
fo r large p atrol launches.
The decision o f the D utch governm ent, In
contrast to o th e r (W est) European go ­
vernments, n o t to make use o f the possibi­
lity offered by Sixth D ire ctive o f the
Council o f the European C om m unities to
grant p ro duction support fo r ship recon­
stru ctio n w o rk , has rendered this section
o f the m arket virtually inaccessible to
D utch repair yards.
O n e xp iry o f this Sixth D ire ctive in 1990
and w ith a view to the unification o f Euro­
pe in 1992, W ilto n -F ije n o o rd anticipates
that the financial aid to the European yards
w ill be b rought o n to one line, o r even e li­
minated altogether. This w ould mean an
end to the c u rre n t unequal co m pe titive si­
tuation, and w ould especially open up the
m arket fo r the conversion and reconstruc­
tio n o f merchant vessels to D utch repair
yards.
O nly then w ill it be possible fo r W ilto n Fijenoord to com pete w ith o th e r Europe­
an yards on an equal footing. The skill,
knowledge and experience, acquired
th ro u g h o u t the years, w ill certainly w o rk
in W ilto n -F ije n o o rd ’s favor in this struggle.
The fu rth e r expansion and g ro w th o f the
p o rt o f R otterdam may provide an addi­
tional boost.
W ilto n -F ije n o o rd remains a unique com bi­
nation w ith a glorious history.
I 35
Rotterdam
1990
SHELL TANKERS B.V.
Shell Tankers B.V. in R otterdam has man­
aged the D utch ocean going Shell Tanker
fleet since 19 12.
A t present, Shell Tankers B.V. is responsi­
ble fo r 20 vessels w ith a to ta l cargo capaci­
ty o f o ve r I m illion tons.
Both the manning o f the ships and th e ir
operational and technical management are
coordinated fro m the shore office o f Shell
Tankers B.V. in R otterdam -A lexanderpolder. A ll com m ercial planning, which inclu­
des entering into ch a rte r agreements and
determ ining the routes, is carried o u t by
Shell International Marine Ltd. in London,
which functions as the central organ to
coordinate all sea tra n s p o rt o f o il and oil
products, as w ell as gas and coal fo r the
Royal/Shell G roup.
The to ta l num ber o f ships c o n tro lle d by
the Royal/Shell G roup, know n as the socalled key fleet, adds up to around fifty ves­
sels variously managed by Shell Tankers
B.V. in Rotterdam , Shell Tankers U.K. in
G reat Britain, Deutsche Shell Tanker Ge-
sellschaft in Germany and Société M aritiem e Shell in France.
In addition. Shell International Marine Ltd.
also charters betw een fifty to sixty ships
fro m th ird parties, which means th a t a to ta l
o f o ve r a hundred tankers are afloat fo r the
Royal/Shell G roup, w ith a collective cargo
capacity o f over ten m illion tons.
In principle, as the ships are n o t k e p t to
fixed routes, they can be sent th roughout
the e ntire w o rld . In practice, this means
that the ships managed by Shell Tankers
B.V. dock only sporadically at D utch po rts
and that th e ir crews are usually relieved
som ewhere abroad. Because o f the in te r­
national character o f Royal/Shell G roup
m aritim e operations and the w ide range o f
bareboat and o th e r charter agreements, a
num ber o f vessels managed by Shell Tan­
kers B.V. sail under D utch flag, while
others sail under Liberian flag.
The ships are manned by D utch officers
and ships engineers and Indonesian mates
and - on a fe w ships - Indonesian ju n io r
officers. T h roughout the history o f Shell
Tankers B.V. it has become a tra dition , to
sail w ith Indonesian crews.
A s m a ll piece o f h is to ry
A lthough the 'Royal', o r the Royal Compa­
ny fo r the E xploitation o f P etroleum Wells
in the D u tch Indies, founded in 1890,
bought its firs t o il tanker in 1897 and
ow ned six ships by the year 1900, and al­
though the Netherlands Indies Tank Ste­
amboat Company was founded in 1904 for
the inter-island traffic in the D utch Indies,
19 12 has been recognised as the official
founding year fo r Shell Tankers B.V. In
1907, the 'Royal' entered in to a jo in t ven­
tu re w ith the Shell Transport and Trading
Company. This amalgamation was expres­
sed in the share ra tio 'Royal': 60 and Shell
Transport and Trading: 40. This signified
the b irth o f w hat has since been know n as:
Royal/Shell.
Then, in 19 12 the N .V. P etroleum Maat­
schappij 'La C orona’ (the crow n ) was foun­
ded fo r handling the sea tran spo rt o f oil
and oil products, a company which actually
became the fo re ru nner o f w hat was later
to be called Shell Tankers B.V. Subse­
quently in I9 I7 , the N.V. Curacaosche
Scheepvaart Maatschappij (CSM) was
founded in the W est.
Despite the crisis w hich lasted throug hout
the decade o f the thirties, the use o f oil
products started t o gain popularity, as a re ­
sult o f which the fleets o f the Royal/Shell
Group w e re gradually expanded. During
the second w o rld war, merchant shipping
and the tankers o f the Royal/Shell G roup
played an im p o rta n t role. Many seamen
lost th e ir lives and the num ber o f vessels
lost was huge. The perform ance o f the
Shell fle e t contributed greatly to the libe­
ration o f all occupied te rrito rie s . A lthough
this is n o t the place fo r a detailed list o f the
exploits o f the fleet, how ever, m ention
must be made o f the brave fig h t o f the La
C orona tanker 'O ndina' and the B ritish-lndian mine sw eeper 'Bengal' against tw o Ja­
panese auxiliary cruise ships in 1942, du­
ring which one o f the Japanese ships was
sunk and the 'Ondina', although h it by a
to rp e d o and on fire, was able to be saved
by the surviving crew members. In m em o­
ry o f Captain W . Horsman, w ho was killed
during this sea battle, a num ber o f streets
as w ell as a life boat o f the K N Z H R M have
been named in his honour.
T w o La C orona tankers also saw service
during the second w o rld w ar as Merchant
A irc ra ft C arriers (M A C ), to which end
they w e re equipped w ith a flight deck and
five Swordfish aircraft to com bat submari­
nes. These M A C ships also carried th e ir
norm al cargo o f oil during the convoy jo u r­
neys!
A fte r the second w o rld war, a period of
reconstruction and econom ic revival be-
T h e fu tu re
gan in the Netherlands. Before the war,
the D utch tanker fle e t o f Royal/Shell con­
sisted o f 94 vessels. W a rtim e losses had re ­
duced this number to 66. D uring the fifties,
the fle e t was gradually expanded and m o ­
dernized. In 1959, Shell Tankers N .V. (la­
te r B.V.), in which La Corona, the N IT and
the
CSM w e re
incorporated,
was
established as the o w n e r o f the D utch Shell
fleet.
D uring the sixties and seventies, larger and
larger ships continued to be b u ilt and inno­
vations w e re introduced in the crew ing of
the vessels. Shell Tankers was the first
D utch shipping company to introduce the
integrated ship's mate, w ho was able to
w o rk both on deck and in the engine
room . In 1975, the P roject Lange A dem
(PLA,
'Perseverance
P roject’)
was
launched in which ways to achieve a fu r­
th e r reduction o f ship’s personnel w e re
studied, as w ell as fu rth e r integration be­
tw een the various services and ranks. The
outcom e o f this was a new kind o f officer,
the Semi-Integrated O ffice r (SIO) w ho
holds both a nautical and engineering d i­
ploma.
The nautical schools have ke p t pace w ith
this pro je ct and have re structured the nau­
tical/technical course programs, which in
1989, led to the graduation o f the firs t
I 36
SenW 57STE JA A R G A N G N R 2
polyvalent trained group o f M aritim e O ffi­
cers.
The oil crises in 1973 and 1979 forced Shell
Tankers B.V. to consider h o w to realise a
m ore economical responsible manage­
m ent in o rd e r to be able to by means of,
among o th e r things, fu rth e r cutbacks in
costs and m ore efficient crew ing, continue
to operate com petitively. W ith in a period
o f approxim ately 15 years both the fleet
and the num ber o f employees w ere
strongly reduced in number, until in 1989
th e fle e t remained stable at around 20
ships w ith a to ta l o f approxim ately 700
employees.
D uring the eighties, Shell Tankers B.V. was
confronted w ith m ounting tensions in the
Arabian Golf. In the face o f these risks,
how ever, the seamen o f the Shell Tankers
ships stayed on the job. This expression o f
com m itm ent and loyalty - w ith o u t gla­
m our, w ith o u t ribbons - is an extension o f
the tra ditio n, which had been founded ear­
lier by the ’O ndina’.
SenW 57S ÎE JA A R G A N G N R 2
W ith a view to operate on an economical
responsible basis, it is necessary to keep
the costs, especially o f personnel, com pe­
titive . T o this end, the standard maintained
by Shell Tankers B.V. is that o f a com para­
ble W estern European shipping company,
as cost levels in Asia are n o t feasible fo r
Europe in the sh ort o r medium term . Shell
Tankers has directed its e ffo rts tow ards
achieving safety and prom otin g an environ­
mental consciousness in th e ir operations as
w ell as delivering high-quality c a rrie r ser­
vices. For this purpose, it is vital that Shell
Tankers B.V. can continue to have com ­
mand o f the m aritim e expertise it re ­
quires, among others in the fo rm o f w elltrained D utch M aritim e O fficers and Ships'
Technicians.
Hence each year, Shell Tankers B.V. has 30
to 35 training openings fo r students in the
H igher Nautical Education, so th a t the in­
flux o f new officers to the m erchant fleet
and the m aritim e stru ctu re (harbors, p i­
lots, forw arding etc.) o f the N etherlands
can be retained. M oreover, in technical
management aboard, developm ents such
as process autom ation, com puterization
and data comm unications per satallite are
being investigated daily and introduced
where possible. In this way, Shell Tankers
B.V. is confident th a t w ith w ell-trained
employees, w e w ill be able to approach
and e nter the nineties in an economical
responsible fashion, thereby em broidering
on an old tradition, a tra d itio n on its way to
an even m ore prosperous future.
I 37
Twenty-four hours a day, seven days a week, we
take care of your fire-safety
Man rijn
S pecialized in fire -e x tin g u is h in g - and safe ty e q u ip m e n t fo r m a ritim e use. A ll b rands ava ilable.
F.reextmjuwhmq sat«» equipment
S tric k le d e w e g 23, 3 1 2 5 A T S chiedam te le p h o n e 0 1 0 -4 6 2 6 0 7 7 , te le fa x 0 1 0 -4 6 2 5 7 5 4 telex 2 2 6 8 6 tb r ijn nl te le g ra m R ijnm ayda y R o tte rd a m .
■
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CRANJI=WI=m=
Oranjewerl ScheepsreparaHe bv as a
long established shiprepairyard, did
indeed meet the changing requirements
in the shiprepair industry.
A compact organization and a highly
qualified, flexible staff provide reliable
and on time services, 24 hours a day.
Facilities include a floating dock, slipway,
repair berths with ample crane capacity
and fully equipped workshops
O R A N JE W E R F shiprepair»
O ranjew erf is experienced in maintenance,
general repairs, conversions, lengthening,
damage repairs to hull and machinery o f:
- O ffshore supply vessels
- Seismographic research vessels
- (Anchor-handling) Tugs
- Coasters
Reelers
*- Tankers
- Barges
- Dredgers
- fishing vessels
O ranjew erf is specialised in quick repairs at
short notice.
O R A N JE W E R F engineering work»
O ra njew erl engineering w o rks it specialised in
construction-, machining- and engine w orks fo r
shipbuilding, ship repairs, offshore and heavy
industry.
M odem equipm ent enables O ranjew erf to carry
out all sorts o f machining- and engtnework.
O ran|e w crf is also dealer of lis ie r/F e tte r and
Mitsubishi diesel engines.
Services
A t all berths, drydock and
slipway:
- Electricity
(all c urrent types)
- Ftrc mains connection
- Fresh water
- Baflastwatcr
- Coolingwater
- Compressed air
The yard has its ow n facilities
fo r the collection o f bilgewater and slobs, according to
IM O regulations, in:
A fully equipped w orkboat is
available fo r harbour repairs.
Transportfacilities
- Mobile cranes
- Forklifl-trucks
- Lorr ies
A tugboat and barges are
available fo r yards' transport.
Sub con tracto rs
Main subcontractors i.e. for
electrical repairs, tankcfcaning,
gritblasting and painting have
th eir ow n facilities on the
yards' premises.
All major suppliers o f marine
equipm ent have a servicepoint
in the Netherlands and experi­
enced staff and spare p a rti are
available at short notice.
Oranjewerf Scheepsreparafie bv - PO Box 2711 3 - 1002 AC Amsterdam Holland -The Netherlands
Telephone (0)20-34 75 11 - Telefax (0)20-34 75 33 - Telex 13209 ORAM NL
gespecialiseerd in goederentransport,
zee- en binnenvaartcasco,
-ry
landm aterieel,
{ — * ~yT7
/w
pleziervaar- J ' M / yjjQVESW
tuigen,
••
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VESW
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VESW
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A l 38
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K
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Vereniging van
Experts op Scheeps- en
W erktuigkundig gebied in Nederland
Postbus 8 4
2 9 0 0 AB Capelle a /d IJssel
Tel. 0 1 0 - 4 5 1 4 6 5 4 Tfx. 0 1 0 - 4 5 0 8 4 6 1
(a tt. ph)
Aangesloten bureau’s op aanvraag
VAN OMMEREN: ALREADY ACTIVELY
INVOLVED IN ROTTERDAM'S MARITIME
HISTORY FOR 150 YEARS
Geared for the multi-purpose bulkcarrier market
Not many Rotterdam shipping companies will share the 650-year history o f the city for a longer period than Van Ommeren, which has its head
office in this port since its foundation in 1839. As a deepsea shipowner the company nowadays has three specialisms: product tankers with
Soflumar Van Ommeren France, heavy lift shipping via Dock Express Shipping, and multi-purpose bulk shipping. This company-portrait
describes the last activity, which is carried out under the name Van Ommeren Shipping* ).
It is also the main activity in d ry cargo ship­
ping, if we don’t include heavy lift shipping.
Van O m m eren Shipping is specialized in
the m ulti-purpose bulk trade. This means
specialization across a broad spectrum o f
cargo types, ranging fro m neo-bulk homogenous breakbulk goods - and con­
tainers, to dry m inor and m ajor bulk com ­
modities. The la tte r types mainly involve
goods which require special handling. In
order to be able to operate the fleet
across this e ntire range, the o w n ships and
the m ost im p o rta n t charters are m u lti­
purpose, which at Van O m m eren means:
geared, box-shaped/open hatch, and a 35to 45,000 to n deadweight, thus handysized. Ingredients which are essential to
Van O m m e re n ’s philisophy: optim al fle x i­
bility in the market. Van O m m eren Ship­
ping has n o t re gre tted this choice to date.
Because o f this specialization, Van O m m e­
ren Shipping, w ith its head office in R o tte r­
dam is today know n as a d ry bulk ship­
owner. This does n ot real ly do justice to its
history, because the company was one o f
Holland’s largest tanker companies not
th irty years ago, w ith 240,000 tons dead­
weight in tankers at the beginning o f '61,
against 230,000 tons o f d ry tonnage, in­
cluding the firs t (five) bulkcarriers. Ten
years before that, the tankers w ith
154,000 tons made up 71 percent o f the
fleet, which also included freighters char­
tered to liner companies. Except fo r coastel navigation and a participation in a con­
sortium, the company has never offered
liner services itself.
I). Van Ommeren’s first bulkcarriers were the 16,000-dwt 'Holendrecht’ and its four sisterships (’58/'60).
T ra d e m a rk
Van O m m eren’s firs t steps in bulk shipping
date back to 1955, w ith an o rd e r fo r five
specific b ulkca rrie rs1* o f 16,000 tons. This
type was developed at the beginning o f the
*) A t the end of 1987, the parent company
Phs. van Ommeren N V became Van Ommeren
Ceteco NV (VO C), Rotterdam w ith three divi­
sions: trade, tankstorage and transport. VO C
employs 8850 people throughout 160 offices in
45 countries. In 1988 the group’s turnover was
over US$ 1,0 billion.
SenW 57STE JA A R G A N G N R 2
1). The 42,000-dwt 'Duivendrecht' (’66)
1950’s when the tram p ships still looked a
lo t like liners, w ith tw eendeck and ow n
gear. The obvious advantages o f the bulk­
carrier: no bulkheads, the engine ro o m and
accomm odation at the poop and increase
o f scale, resulted in Van O m m e re n o rd e r­
ing the five ships, tw o o f them w ith W ilto n
Fijenoord. The ships w e re delivered be­
tw een ’58 and ’60. Increase o f scale fo l­
low ed th re e years later w ith the o rde r, in
D unkerk, o f three 42,000 tonners2*, the
size w hich later w ould be named handysized, and w ould become Van O m m eren's
tradem ark. Panamax bulkcarriers w e re in­
troduced to the fle e t betw een ’73 and '75
w ith the 68,000 tonners ’Z w ijn d re c h t’,
139
DENO COMPRESSORS HOLLAND
Van D u ijv e n d ijk e n O v e rb e e k c o m p re s s o re n
O p h e m e rts tra a t 9 8 ,3 0 8 9 JE R o tte rd a m
Tel. (+31 10) 4 2 9 3 9 5 5, T e le fa x (+31 10) 4 2 9 8 7 35,
T ele x 2 8 6 0 d e n o n l
We are m anufacturers of a complete com pressor programme:
Starting- and working air compressors from 3 up to 400 m3/H,
with a presure from 7 up to 35 bar
According the classifacation societies LR, ABS, BV, GL, etc.
>
MARINE C O M P R E S S O R T E C H N O LO G Y
numeriek centrum
ISO BARGE
g ro nin g en bv
m
- Computer service voor de scheepsbouw/jachtbouw
IN D U S T R IË L E S E R V IC E O R G A N IS A T IE B V
Schoonmaak en slob services
Available
around
the clock
Stolwi|kstraat 51 - 3079 ON Rotterdam
P.O. Box 91187 - 3007 MD Rotterdam
The Netherlands
Telephone : (+31-101-4799 444
Fax
: (+ 3 1 -10J-4833 000
Telex
: 20196 sisonl
After office hours: (+31-10) 454 9911
•
•
•
•
•
Stroken van lijnenplannen
Huidplaatuitslagen
Numerieke- en optische brandsnijgegevens
1:1 spantenvloeren
Softwareontwikkelingen
• Levering van software voor:
- Engineering
- Produktie
• Levering van hardware voor:
- Multi-user systemen
- Werkstations
- Randapparatuur
• Training en opleiding
Fax: 050-423717 Tel: 050-412632 Postbus: 204
Sigma Coatings - een wereldwijde organisatie
De scheepvaartindustrie is konstant in beweging en scheepsverven spelen hierin een belangrijke rol.
waarbij vakkennis, kwaliteit in innovatie onontbeerlijk is. En geen bedrijf is zo efficiënt als
Sigma Coatings als het gaat om deze disciplines.
Met meer dan 251) jaar ervaring kunnen we gerust stellen dat Sigma Coatings de nieuwste en beste
oplossing in buis heeft voor al uwcoating problemen, tegen welke weersomstandigheden dan ook.
Met meer dan 50 vestigingen is Sigma Coatings over de hele wereld vertegenwoordigd met konstante
kwaliteit en service.
S IG M A
COATINGS
A140
Sigma Coatings B.V.. Parmentierplein 13.
3088 GN Rotterdam. The Netherlands
Tel. 10-4299700. fax 10-4294612
R o tte rd a m
1990
3). The 1974-built Panamax-bulkcarrier 'Sliedrecht'.
4). Roots o f today's succesful multi-purpose concept, the ’Kieldrecht’
('7 7127,000-dwt).
’Scherpendrecht’, and ’S liedrecht'3), o r ­
dered fro m N K K in Japan. These w ould re ­
main Van O m m eren's largest bulkcarriers.
In the same year that the th ird Panamax
was delivered, the single m ost im p o rta n t
developm ent fo r the company’s later
specialization follow ed: the o rd e r fo r tw o
geared 2 7,000-dw t bulkcarriers4^ also
from N K K . These became the ro o ts o f the
current position in m ulti-purpose bulk
shipping. The m otive fo r choosing these
tw o ships, delivered in ’77, was to become
established in various sectors o f the mar­
ket, thus becoming less vulnerable to com ­
petition. A flexible approach had become
the main philosophy. Van O m m eren Ship­
ping did n o t w ant to go along w ith scale
increases because o f the unsuitability o f
ships beyond Panamax to react to the
short te rm m arket and the drain on capital.
The same applied to the tankers, fo r both
V LC C ’s and U L C C ’s as w ell as sophisti­
cated produ ct tankers. Following the
transfer o f a num ber o f tankers to the
French organization (Soflumar), the Dutch
Van O m m eren fle e t had become a pre­
dominantly d ry one by the end o f the
1960’s.
O w n gear
The tw o 28,000 tonners o rd ered in ’75
were suitable fo r sailing the G re a t Lakes
and carried steel to the autom obile indus­
tries and grain back to Europe, at a tim e
when larger bulkcarriers frequently bal­
lasted to th e ir loading area. Equipped w ith
lashing eyes, th e tw o K-drechts could also
transport lum ber on deck. C o n ta in e r fit­
tings came next, fo llo w ing the purchase in
'78 o f a 33,000-dw t box-shaped bulkcar­
rier, built by Verolm e, whose o w n e r had
gone bunkrupt. In spite o f the p o o r m arket
at th a t tim e. Van O m m eren realized the
possibilities o f this som ewhat m ore fle x ­
ible type o f ship. Due to successful exploi5). The 44,500-dwt ’M o o r d re c h tone o f a
series o f three ('78).
SenW 57STE IA A R G A N G N R 2
141
6). 41,000-dwt 'W ieldrecht' and its two sisterships were delivered by
Götavaerken in 1982.
tation, they w ere quickly proven c o rre c t
and had now really become in favour o f the
MP principle. Also in *78, seven 44,500
tonners w e re com pleted by G ötaverken in
Sweden which had built them on specula­
tio n because o f the deplorable shipbuilding
m arket. A fte r a m arket survey, the ship­
yard had reached the conclusion (as V O
had done) that the best b e t was still the
geared, open hatch, handy-sized ships.
F urtherm ore, because o f a large bale space
in relation to the carrying capacity, the se­
ven ships w e re very suitable fo r light grain.
The depression becomes exem plified by
the fact that Van O m m e re n managed to
buy three o f these 'C olum bus' ships (con­
tainers/lum ber/bulk) fo r half o f the con­
stru ction cost. The ö ste rre ich isch e r Lloyd
also bought one and entrusted its com ­
mercial management to Van O m m eren. In
spite o f the depression, the 'M eerdrecht',
'M ijd recht', and ’M o o rd re c h t’5*, especially
favoured by container lines, hardly made
any ballast trips, and in 1990 they still sail in
the fleet.
S to w a g e s kills in s ty le again
H ow ever, in o rd e r to operate these ships
properly, the chartering departm ent had
to be expanded and adapted, because it
was suddenly being confro n te d w ith many
sectors o f the m arket, even th a t o f knocked-dow n houses. M arketing had become a
very labourintensive task, compared w ith
the m arket fo r d ry bulk cargoes which in
itself is heterogenous. And, on board,
one’s skills in p ro p e r stow ing could be
practiced again.
N o t long after the purchase in '78 o f the
three M -drechts, the m arket began to pick
up again, due to the gro w in g emphasis on
the transfer to coal firin g in addition to
strikes in the Polish coal industry. This
rapidly resulted in an enorm ous conges­
tio n in the Am erican coal ports, w here at
142
7). The latest extension o f Van Ommeren's fleet o f geared, handysized and box-shaped bulkcarriers, the ’88-built 42,000-dwt ’Dor­
drecht’ (pictured) and its sistership ’Duivendrecht’, delivered early
1990.
one point 12,5 m illion tons o f deadweight
w e re anchored. It is obvious that this had a
positive effect on the fre ig h t market,
in 1980 the ne xt step was taken to w a rd s a
considerable expansion o f the fle e t o f conbulkers, starting w ith the purchase o f the
tw o -ye a r-o ld
36,000 tonners
’Loosd re c h t’, bringing the to ta l num ber o f
geared MP carriers to seven. Because this
was n o t considered sufficient fo r an o p ti­
mal position in the m arket, three 4 1,000
to n ships w e re o rdered, based on the e x­
perience w ith the th re e M-drecht-vessels.
The new type's key features w ere: im ­
proved container capacity, heavier cranes,
large box-shaped holds and p ro p e r ballast
conditions in o rd e r to maintain sufficient
draught during voyages w ith (e.g.) em pty
containers. Because Van O m m eren e x­
pected a lo t o f w o rk in oil and gas produc­
tio n and ore-m ining in Canada’s A rc tic re ­
gion, the ships also w e re ice strengthened.
The ships w e re o rd ered fro m G otavaerken, which had also b uilt the M -drechts
tw o years earlier, and w e re delivered in
'82 as the ’W a a rd re ch t’, 'W ie ld re c h t’6*,
and W o e n s d re c h t’. In 1984 Van O m m e ­
ren was entrusted the com m ercial man­
agement o f a similar ship.
In v o lv e m e n t re m a in s th e k e y w o rd
In 1990, Van O m m eren Shipping operates
a fle e t o f about 20 ow ned and chartered
bulkcarriers, m ost o f them handy-sized and
geared and to a large e x te n t open hatch o r
box shaped type. The philosophy o f a fle x­
ible approach to many sectors o f the bulk
m arket still stands firm .
Asked about the fu tu re plans, the company
states that it considers kn o w -h o w and in­
volvem ent in stowage and transshipment
to be strategic activities, and wants to
keep on manifesting itself in this way. ’Both
as tim e -c h a rte re r and co n tra ct carrier.
W e also keep on the lo o k o u t fo r new de­
velopments, bulk comm odities, w e t or
dry, sh o rt and long te rm and especially if
they have specific requirem ents. Because
that is o u r specialty, w h e th e r it concerns
e x tra clean holds o r loading and unloading
by ship’s ow n grabs.’ The com m odities car­
ried range fro m fo re st products - logs,
bundles, pulp, etc. - and steel products beams, rolls, o r pipes - to d ry bulk goods
and containers fo r liner companies. In o r­
der to be able to p ro p e rly cover these di­
verse sectors o f the m arket, fo r tram p and
long-term fixtures, Van O m m ere n’s char­
te rin g departm ent in R otterdam is assisted
by a num ber o f specialized brokers. This
w ide field o f activity offers a great o p p o r­
tu n ity to plan com bination trips, w ith the
result th a t fe w ships sail in ballast. A nother
consequence o f Van O m m eren’s reputa­
tio n on the m ulti-purpose bulk m arket is
the m onthly steel service, w hich fo r a
number o f years now is being carried out
betw een A n tw e rp and the Am erican East
Coast. A fte r unloading this demanding car­
go in the US, Van O m m eren's vessels, both
ow ned and tim e-chartered, often load
conventional bulk.
F le e t e xpa nsion
The latest additions to the fle e t have not
been included in the above summary, tw o
42,0 0 0 -d w t sophisticated conbulkers71.
They w e re purchased virtually on the slip­
way and w e re chartered im mediately upon
delivery at the end o f ’88 and the beginning
o f ’90 to the original c o n tra cto r, Transportacion M aritim a Mexicana. The D utch flag­
ged ships are fully managed by Van O m m e­
ren and w ill continue sailing as the ’Oaxaca’
and the ’M onterrey* fo r the n e xt few
years.
SenW 57STE [A A R G A N G NR 2
R o tte rd a m
1990
From soils to steam and diesel
Fig. I. The ’Gertrude’, Van Ommeren’s first steamship.
In spite o f a fe w w artim e losses, the fleet
had increased to 18 ships by 19 18, includ­
ing the firs t diesel vessel, the 2,000-dw t
tanker 'P e n d rech t* in 1916, Having been
active in tram p shipping only until then,
Van O m m eren was one o f the founding
partners, in 1920, o f the Vereenigde
Nederlandsche Scheepvaartmaatschappij
(VNS), w ith the KNSM, SMN, KPM, and
JCJL as Am sterdam partners, and the H AL,
Rotterdamsche Lloyd, Van N ievelt Goudriaan, and Van O m m eren as R otterdam
partners. W hen the Nederlandse Scheep­
vaart Unie (N S U ), the predecessor o f
N edlloyd, replaced the VNS in 1969, Van
The almost 15 1-year history o f the com ­
pany dates back to May 1839 w hen Philippus Van O m m eren established himself as a
shipagent. His father did n o t w ant to ac­
cept him as partner in the business. This
fact cost him the agency fo r the regular
service betw een R otterdam and London,
that g o t his son’s company on its way.
W hen the connection betw een R o tte r­
dam and the sea, then quite a deto u r, was
frozen, Van O m m eren re n t Scheveningen
fishing vessels to ship D utch dairy products
to England. The husbandry o f the managing
shareholder, o f the brig ’M inerva' in 1855,
was Philippus’ firs t step in shipowning. Be­
tween I860 and 1870, Van O m m eren
gradually increased the sailing fle e t and be­
came a medium-sized shipping company
w ith about 2,600 ton deadweight. The
ships ranged fro m about 200 to n to 670
tons. This period d id n 't last very long. By
1873 the company had already abandoned
shipowning and was again com pletely con­
centrating on the agency business. H o w e v ­
er, steamers w e re becoming m ore popular
and in 1878 a 394 to n steam er2, m ore than
20 years old, w ith an 85 hp engine was
bought. The ship’s w re c k in 1880 con­
cluded the second shipowning episode and
it w ould take eleven years before things
were started up again, fo r the th ird and last
time.
Although some R otterdam shipping com ­
panies had overreached themselves w ith
large ships (2,000 tons), Van O m m eren
decided to build a 2,800 tonner. It was
prim arily intended fo r the lum ber trade
from the Baltic Sea to the N etherlands and
started sailing in 1891 as the 'D o rd re c h t'2,
a gesture tow ards th e ir m ost im p o rta n t
client, a lum ber im p o rte r located in that
city. The tra d itio n th a t all D utch Van O m ­
meren ships, to date, are named a fte r a
'D re ch t' city, originates here, as w ell as the
funnel m ark (see illustration).
W ith the 'D o rd re c h t', Van O m m eren
made his comeback in shipping. In 1899,
tw o 3,700 tonners w e re ordered, tram pers. The firs t tanker, a 2,700 to n n e r b u ilt
in 1882 fo r the molasses trade betw een
O m m e re n sold its shares to the new
group. In the firs t half o f the 19 30’s, the
French Tanker Company Soflumar - in
w hich nowadays all tanker interests are
consolidated - g o t w ell underway thanks
to the many refineries appearing along the
French coast. T ransportation o f wine from
N o rth A frica to France was also exploited,
firs t w ith a renovated ship and later w ith
one b u ilt by the RDM in 1949, both regis­
te re d as 'Bacchus’...
The shipping company also expanded in
tanker shipping in the N etherlands and had
SenW 57STE IA A R G A N G NR 2
Fig. 2. The 'Drecht’-naming tradition started with the ’Dordrecht’ (1891).
Fig. 3. The ss ’M ijdrecht’ (1912/4,600 dwt), the first newly built tanker.
Cuba and England was acquired in 1907,
preceded a year earlier by a sea-going
1,140-dwt (p etroleum ) tanklighter. The
firs t tanker orders, w ith the RDM, w e re
fo r tw o 4,600 tonners delivered in 19 123
and 1913. The 1,600 to n coastal tanker
'Gallia', b uilt by the Gebr. Pot fo llo w e d a
year later as Van O m m e re n ’s firs t m o to r
vessel, albeit w ith an incandescent main en­
gine. The company’s seagoing fleet at the
beginning o f the firs t W o rld W a r consisted
o f five dry cargo ships, th re e tankers, and
th re e tanklighters.
143
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A l 44
R o tte rd a m
1990
Fig. 4. Diesel entered the fe e t with the tanker ’Pendrecht’ o f I 9 I 6.
eight tankers by 1936 - the m arket had
just had to cope w ith a considerable crisis —
w ith a to ta l o f 74,000 tons deadweight.
This was the company’s fleet, plus a ship
still under construction w ith the RDM,
when W o rld W a r II began. There w e re no
dry cargo ships anymore, except fo r a few
participations. For its redevelopm ent the
fleet which was reduced to fo u r ships be­
cause o f w a r damages, had to rely on con­
fiscated tonnage and a ’Liberty ’ ship (one o f
the 2850 that had been b uilt) and tw o T2
tankers, o f which the Americans had built
525. There was hardly any ship-yard capa­
city. The company only managed to place
an o rd e r, w ith the RDM, by the end o f
1946 fo r a 7 7 0 0 -d w t parcel tanker. T w o
years later a 17,000 tons tanker was o r ­
dered fro m W ilto n Fijenoord, a 16,000
to n n e r under construction in Sweden was
bought and a liner vessel was o rd e re d at
Sunderland. S hortly a fte r the w a r d ry car­
go shipping was mainly an activity o f Van
O m m eren's English shipping company
which o rd ered six ships fo r chartering to
liner companies. These w ere ships o f ap­
proxim ately 12,000 tons, all w ith Beacon
names, like the only tanker o f the English
branch,
the
32,000-dtw
'C helw ood
Beacon’, o rd ered w ith the RDM.
The 'supertanker' made its appearance,
firs t via the management o f fo u r American
38.000 tonners, and in 1961 w ith the o rd e r
placed w ith W ilto n Fijenoord fo r the
54.000 to n A v e d re ch t’5. A t the beginning
o f 1961, tankers still held the m ajority in
the V O -fle e t, w ith 240,000 tons dead­
w eight against the 230,000 tons d ry to n ­
nage. But this w o u ld change rapidly in the
years to come. Van O m m eren by 19 6 1 al­
ready had its firs t bulkcarriers (five 16,000
tonners). D ry bulk shipping was to be fully
concentrated on, as w ill be described in
detail in the accompanying main article.
Tanker shipping became m ore and m ore
difficult, and a 16,000 to n n e r was con­
ve rte d in to a bulkcarrier already in 1959.
In the sixties, three tankers w e re transfer­
red to the French shipping company, which
could e x p lo it them on the national m arket
and tanker shipping under the D utch flag
ended w ith the sale o f the 54,000-dw t
’A v e d re c h t’ in 1976.
Fig. 5. 54,000 dwt ’Avedrecht’.
SenW 57STE jA A R G A N G N R 2
145
R o tte rd a m
FROM BOTTOMRY TO SHIP’S
MORTGAGES
T hroughout the centuries, the 650 yearold city o f R otterdam has been an im p o r­
tant center fo r shipping and shipbuilding.
And, th rough out all these years, in addition
to the construction and purchase o f ships,
the financing th e re o f has been o f decisive
im portance. If, in the firs t centuries o f R o t­
terdam ’s existence, rich merchants acted
as financiers, and B o tto m ry was ’the
Moneyloan fo r which the Lender runs the
risk from the Sea’, as the loan agreement
w ith ’security o r m ortgage on the ship'
was called, at the end o f the nineteenth
century shipbuilders, shipowners and in­
surers fe lt the need fo r ship financing,
which resulted in the foundation o f a
num ber o f financing institutions.
The b o tto m ry w ith mortgage had mean­
while become a money loan w ith a m o rt­
gage on a ship.
It goes w ith o u t saying th a t a number o f
these financing institutions w e re estab­
lished in o r around R otterdam , as was the
case w ith the Nederlandsche Scheeps-Hypotheekbank N.V. (1899), the N.V. Eerste
Nederlandsche Scheepsverband Maats­
chappij (1899) and the N.V. R o tte rdamsche Scheepshypotheekbank ( 19 12).
These th ree banks form ed the basis o f
w h at is now the Nederlandse Scheepshy­
potheekbank N V, o r the Nedship Bank,
the name under which the bank n ow p re ­
sents itself.
situation in the m aritim e sector, are in­
volved to a greater o r lesser e x te n t in ship
financing.
Traditionally, the th re e banks mentioned
above w e re involved in the financing o f
D utch barges, coasters and fishing ships,
b o th new and second-hand. Later, the
financing o f W est-European barges, and,
operating as a syndicate, small seaships,
was also undertaken.
A t the beginning o f th e seventies, when
the construction o f new ships in the
Netherlands and o th e r w estern European
countries started to decline in the face o f
the co m p e titio n fro m the yards in the Far
East and because o f the over-capacity in
virtually every sector o f the shipping indus­
1990
isting loan p o rtfo lio demanded the Bank's
full attention.
try, the Bank focused its activities on
financing second-hand vessels. The closest,
m ost interesting m arket was Greece.
There, the Bank found so many suitable
clients, and its m ethod o f operation was
such a success, that a fte r only a fe w years,
in 1979 it became necessary to open an of­
fice in Piraeos. A ro u n d that same tim e, a
successful a tte m p t was made to gain a
fo o th o ld in the w estern hemisphere. The
Bank now also has an office in N e w York.
O ne final wish, to set up an office in the Far
East, an equally im p o rta n t shipping center,
was unable to be fulfilled. The longest,
w o rs t shipping crisis o f this century began
to make itself fe lt and m o nitoring the ex­
Via the offices abroad, but also through the
activities o f the R otterdam head office in
the m a jo rity o f w estern European coun­
tries, the loan p o rtfo lio g re w from DFL.
337 m illion in 1968 during the m erger, to
over a billion guilders today. The percen­
tage o f loans fo r seaships also increased
strongly. These seaships, no longer only
the familiar coaster, but also deep sea ves­
sels carrying up to 70,000 dw t. as w ell as
almost any o th e r type o f vessel. Ships
equipped fo r carrying special cargos, bulk
carriers o r vessels equipped to carry o ff­
shore materials - all w ere represented in
the loan p o rtfo lio .
The financial results kept pace w ith the
grow th o f the p o rtfo lio , even during the
eighties, w hen the w o rld was tum bled into
an economic recession. A t that tim e, the
oc­
the
be­
to
N aturally, this a ttitu d e did n o t im prove
when the crisis also struck in the shipping
industry, a crisis sparked by the economic
recession, to o much subsidy from govern­
ments fo r the shipbuilding and shipping in­
dustry, and a far to o generous loan policy
on the part o f the banks. The payment be­
haviour o f the shipowners g re w steadily
w orse as a result. In o rd e r to be able to
cope w ith this situation and to secure the
acquisition o f funds, the Bank fe lt the need
fo r a strong partner. A t the beginning o f
1986, negotiations w ith the Rabobank
w e re brought to a satisfactory close, w ith
the Rabobank making an o ffer fo r ail the
shares o f the Bank, an o ffe r so generous
that nearly all the shareholders w e re w il­
ling to sell.
The support o f this financial bank, made it
possible to , during the last years o f the
crisis, when w o rld w id e yard capacity de­
creased by o ve r 40% and the prices o f
ships plum m eted to a fo u rth o f the values
o f 1982, purge problem loans and also to
grant new loans. A fte r the p o o r financial
results in 1985 and 1986, the turning o f the
tide in the shipping industry meant an im ­
provem ent in p ro fit figures. As freights
w e re once again back up to levels at which
investments in a ship paid themselves back
and the value o f a ship was close to the
scrap value, much a tte ntion was paid to the
p roduction o f loans. The loan p o rtfo lio
showed a considerable g ro w th , which was
also due to the fact that m ost o f the Bank’s
co m p e tito rs had failed to survive the dam­
age o f the past years. The subsequent sharp
rise in prices o f ships - a bulk carrier carry­
ing 65,000 d w t b u ilt in 19 8 1 fo r $ 27 m il­
lion was w o rth DFL 6 m illion in 1986 and is
cu rre n tly w o rth $ 18 m illion - once again
made ships objects w o rth y o f investment.
N e w financing form s fo r both risk-bearing
capital and otherw ise made th e ir e n try
in to the m aritim e w orld.
Nedship Bank celebrated its 90th birthday
in 1989 and after w eathering the ups and
downs o f the past nine decades is, at p re ­
sent, financially stronger and b e tte r equip­
ped fo r its task than ever before. The 1989
production, which amounted to DFL 700
m illion and the yearend loan p o rtfo lio total
amounting to approx. DFL 1.5 billion, are
new records. They are tangible evidence
that the Bank - still fast, professional and
independently operating, even a fte r the
Rabobank Nederland takeover — has be­
come m ore interesting as far as rates and
volum e are concerned, t o shipowners and
shipowning companies.
In the firs t half o f this century, a num ber o f
banks fo r ships mortgages disappeared o r
w e n t bankrupt as a result o f wars, the crisis
o f the thirties, o r takeovers, so th a t after
the second w o rld war, only fo u r banks
w ere left. The cooperation betw een the
three banks m entioned above led, in 1968,
to a m erger, resulting in the founding o f
the Scheepshypotheekbank Nederland
N .V., which later, in 1977 became the
Nederlandse Scheepshypotheekbank N V.
The concentration o f these activities was
to ta l in 1970 when the Sappemeer-based
N V Veenkoloniale Bank v o o r H ypotheek
en Scheepsverband was taken over, a fte r
which th e re remained only one bank in the
N etherlands which was exclusively active
in granting loans fo r floating objects.
O th e r unique institutions o f this kind the re are comparable organizations in var­
ious countries, w holly o r partially g o ve rn ­
m ent-ow ned which w e re set up as a chan­
nel fo r governm ent contributions - can
only be found in W e s t Germany. This,
how ever, does n o t w a rra n t the conclusion
that there is no co m p e titio n in this field, as
both in the N etherlands and abroad, nearly
all the m erchant banks, depending on the
146
firs t difficulties fo r the Bank started to
cur, when, alarmed by the problems o f
home mortgage banks, the financiers
came re tice n t about granting loans
specialized institutions.
A ll financing products, im p o rta n t to ship­
yard and shipowner, are offered by the
Bank: mortgage loans o f up to 60% , and in
the case o f good service, up to 75% o f the
value o f the ship, mezzanine loans, the o f­
ten hard to finance part betw een m o rt­
gage loan and risk-bearing capital, and the
participation in the latterm entioned cap­
ital.
Nedship Bank sends R otterdam its very
best wishes fo r her 650th birthday, and
hopes fo r fu rth e r developm ent and
g ro w th thro ug its operations in and fro m
this city, which has such significance fo r the
m aritim e w o rld , to the benefit o f national
and international shipowners and yards.
SenW 57STE IA A R G A N G N R 2
SenW 57STE IA A R G A N G N R 2
147
C R O O N ELEKTROTECHNIEK B.V. - ROTTERDAM
A PIECE OF HISTORY
Five years a fte r R otterdam had obtained
its open fairway to the N o rth Sea, a tug
boat accompanied three luggers in five
hours fro m A m sterdam to th a t same sea.
These w e re the firs t vessels to use the
brand new N o rth Sea Canal, in the year
1876.
That same year, an enterprising employee
fro m the Rijkstelegraphie (State Telegrap­
hic company) founded a new company. His
name: Bernardus Hermanus C ro o n . He
called his company 'C ro o n & Co., Electrische Schellenmakers’.
The company w o rke d at first only w ith
weak cu rre n t, but activities w e re soon e x ­
panded. C ro o n & C o. w e re the first in the
Netherlands to , in Am sterdam , 'achieve
electric lighting by means o f dynamo ma­
chines’ - arc lamps fro m Jablochkoff and lo­
com obile driven dynamos fro m Siemens.
The firs t o rd e r in the field o f ships installa­
tions was obtained far before 1900. It
started w ith a magnetic spark-gap te le ­
graph installation on board H. M. 'Ramrnon ito r Reiner Claessen’, fo llo w e d by the
com plete installation o f the tug boat 'C e ­
res’ fo r the G ebr. G oedkoop.
O n May I 1894, the R otterdam branch o f
C ro o n & Co., was opened. This was the
result o f the fact that the o ffice r w ith p o w ­
ers o f representation o f C ro o n & Co. A m ­
sterdam had directed the starting-up ope­
rations o f a p o w e r plant in the city on the
Maas.
In 1908, the agency fo r the Siemens Schuck e rt W e rk e was acquired. This lasted up to
1919, w hen Siemens established an inde­
pendent branch in R otterdam . Meanwhile,
the installations o f various ships had been
carried out, such as, fo r example, a ship fo r
Vinke & Co. at V uijk & Zonen in Capelle
a/d Ijssel; length 100 m, price ƒ 4.750.00.
From 1911 to 1926, C ro o n & C o carried
o u t installation w o rk on approxim ately
100 vessels; at firs t steamships, b u t later an
increasingly larger num ber o f m o to r ves­
sels equipm ent w ith far m ore extensive
electrical installations.
Installations w ere com pleted fo r seven
to rp e d o boats fo r the Royal Navy, and a
floating dock fo r the Navy yard in Surabaja,
to o . In 1932, the o rd e r fo r the cruiser 'D e
R u ijte r’ was acquired fro m the Royal Navy,
which was the com pany’s largest o rd e r up
to that tim e ever obtained.
In 1936, electrical systems w e re installed
fo r J. and K. Sm it in tw o dredgers, the ’A r ­
gentinië M op 2 18 ’ and '2 19 ’.
148
Many ships, tankers and freighters fo llo w ­
ed fo r W ilto n -F ije n o o rd , De R otterdam sche D ro o g d o k maatschappij, Gebr. Pot,
KPM, etc.
D uring the second half o f the thirties,
C ro o n , to g e th e r w ith many o th e r com pa­
nies, w e n t through a period o f economic
recession, b u t managed to get back on its
feet.
The marble used fo r c irc u it panels as an ac­
ceptable material fo r construction and in­
sulation, was replaced by panels o f sheet
steel. Porcelain and bakelite no w also
became construction materials.
The shipbuilding industry started to revive,
and requests came in fo r renovation w o rk
on the D utch Fleet, such as the ’O ra n je ’,
'N ie u w A m sterdam ', 'W ille m Ruijs’ and
new construction w o rk fo r the KPM.
A n o rd e r fro m RDM fo r several Shell tan­
kers was obtained w hich w ould yield
ƒ 2 1,900.00 per vessel.
In the meantime, C ro o n threatened to
burst the seams o f the building at the Leuvehaven, and the need fo r a new location
became m ore end m ore urgent.
O n March I 1940, th e move was made to
the new and very m odern business loca­
tio n and offices on the Schiemond O Z , at
nr. 22. A t the same tim e, the C C O logo/
emblem (fo r C ro o n & C o) was developed.
Then came the disaster o f the second
w o rld w ar and the misery which this
w ro u g h t. C ro o n , to o , was affected.
Thanks to the o rd e r acquired just before
the w a r broke out, fo r the electrical instal­
lation o f the C hem istry laboratory o f the
Technical U niversity in D e lft no personnel
was laid off, and the wages could be paid.
These continued to be paid th ro u g h o u t
the war.
A fte r the liberation in 1945, altough the
co u n try was in a desolate state, b u t its
people w e re not. T h e ir s p irit was u n b ro ­
ken, and everyone was needed fo r the re ­
construction o f the land. C onstructing the
installations was no problem , but it was dif­
ficu lt to find the materials required.
The prospects fo r b oth shore and ship in­
stallations w e re good. O ne o f the first
commissions was th a t o f the so-called d e ­
gaussing installation o f the Waalhaven in
Rotterdam . This installation, set up like
some s o rt o f strange-looking gate re n d e r­
ed ships anti-magnetic which p ro te cte d
them fro m magnetic mines.
The w a r was over, but th e re w e re still
many mines around; the installation which
had been fed by tw o diesel locom otives
no w had to be connected to the mains
supply.
O n 10 may 1950, exactly 10 years after the
sta rt the war. C ro o n was once again w o rk ­
ing on the installation fo r a cruiser, to be
b u ilt by W ilto n -F ije n o o rd . The plans had
been draw n up before the war, based on
220 d ire c t voltage, but executed w ith 440
v o lt ro ta ry current.
The conversion o f an a ircraft carrie r to
’Karel D o orm an’ was also an enormous
task.
C ro o n continued to g ro w , and so did the
ships departm ent. Reefers, tankers, coas­
ters, freight-passenger ships etc. were
among the company’s achievements. To
m ention a few; ’Rijndam’ (Holland America
Line), ’Minjak’ (KPM), ’Scherpendrecht’
(Van O m m eren), ’Makkassar’, etc.
Once again, C ro o n was confronted w ith
the problem o f a lack o f space. The ’large’
and 'm odern' on the Schiemond O Z had
become cramped. The accounting depart­
m ent and several o th e r departments
moved to a building on the Schiehaven.
The fo rm e r W ilto n office building on the
W estkousdijk was also ’taken o ve r’.
Following on the almost endless list o f ves­
sels installed by C ro o n , also a t the Bremen-Vulcan yard, the company acquired
its firs t o rd e r fo r a drilling platform . This
was the ’R.I.G. 14’, constructed by W ilto n Fijenoord. The expression ’off-shore’ was
then still relatively new to us.
F or the firs t tim e, sales o f the ’C roon
g ro u p ’ which included the subsidiaries, ex­
ceded D fl 100 million. A t the same time,
plans w e re made to build a new office
building w ith behind it, a new factory, next
to the existing locationi. In 1974, the new
facilities w e re opened and taken in to ope­
ration.
T h e p a s t 15 years.
C ro o n , just as Rotterdam , continues to
g ro w . The ships departm ent is now called
ships/offshore and handles many ship and
offshore projects. Ship repairs are starting
to fo rm a m ajor sales com ponent, some­
times accounting fo r up to 50% o r more.
The offshore m arket is determ ined m ore
o r less by the oil prices, yet C ro o n still
sometimes receives large orders in this
area.
SenW 57STE jA A R G A N G N R 2
R o tte rd a m
1990
WIJ LEVEREN EN INSTALLEEREN
ELECTRISCHE INSTALLATIES VA N
ELKEN O M V A N G
------------------------ ■
■
H M. TORPEDOJAGER ■
„PIET HEIN"
■
-----
WIJ INSTALLEERDEN 7 TORPEDOJAGERS VOOR DE
KONINKLIJKE NEDERL. MARINE INCL. LEVERING DER
TURBODYNAMO'S, DIESELDYNAMO'S, MOTOREN
ENZ. BENEVENS DE TORPEDO AFVUUR-INRICHTING,
N .V . R O T T E R D A M S C H E E LE C T R IC IT E IT S M AA TS C H A P PIJ
V /H .
H. C R O O N & Co.
L E U V E H A V E N 181 . TELEFOON 2 7 0 8 0 -1 -2
. ROTTERDAM
TELEFOONS EN VERDERE ZWAKSTROOM-INSTALLATIES
C roon has changed its name fro m ’BV R otterdamsche Electriciteits-Maatschappij v/h
H. C ro o n en C o .’ to ’C ro o n Electrotechniek BV’. The C C O logo has remained un­
changed.
There has been a decline in the num ber o f
ship projects, but this has been compensat­
ed by the offshore projects. The C o n ­
naught bridge in London is being installed
fo r Hollandia w hile semi-submersible plat­
form s are also on the o rd e r list. C ro o n
continues to steadily acquire orders.
W e are engaged in the installation o f six
landing cra ft fo r the Royal navy, several
’m ultipurpose vessels’ fo r Van der Giesen-
de N o o rd , w hile bridges (Railroad bridge
O ude Maas D o rd re c h t) and locks yield in­
creasingly m ore w o rk . The offshore m ar­
ke t is also starting to im prove, and m ore
and m ore ships are being built. R otterdam ,
as the w o rld ’s largest p o rt, acts as a magnet
w hich attracts new activities and develop­
ments in this field.
SCHIP es WERF
M.O.T. SCHIP & WERF is een praktijkgericht technisch vaktijd­
schrift voor leidinggevenden, constructeurs en deskundigen op het
gebied van de maritieme en offshoretechniek, georganiseerd in de
Nederlandse Vereniging van Technici op Scheepvaartgebied. Het
Maritiem Research Instituut Nederland MARIN, De Vereniging
Nederlandse Scheepsbouw Industrie VNSI en de Afdeling
maritieme Techniek van het Klvl.
Voor inlichtingen en/of het reserveren van advertentieruimte
kunt U kontakt opnemen met Uitgeveri j Wyt en Zonen,
Advertentie afdeling M.O.T. Schip & Werf, tel. OIO - 476 25 66
SenW 5 7ST E |A A RG A N G N R 2
I49
12E VAKBEURS V O O R INDUSTRIËLE
PRODUKTIE TEC H NI EK EN
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Een wereld van techniek overzichtelijk bijeen,
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Openingstijden: maandag t/m vrijdag
10.00-18.00 uur, zaterdag 9.00-15.00 uur.
M e e r informatie:
Koninklijke Nederlandse Jaarbeurs
Postbus 8500,3503 RM Utrecht.
Telefoon 030 - 955 911, fax 030 - 940 379,
telex 47132, viditel 313 616.
u
INAweet er alles van
Dat mag ook wel na 35 jaar lang alle
ontwikkelingen op het gebied van
navigatie, kommunikatie, radar en
plaatsbepaling op de voet te hebben
gevolgd.
De techniek heeft grote stappen
genomen, die hebben geleid tot uiterst
verfijnde apparatuur voor gebruik op het
water, het land en in de lucht.
Gerenommeerde fabrikanten hebben de
vindingen verder uitgewerkt, waardoor
een grote variëteit is ontstaan, waarin
voor elk type schip en vliegtuig
gespecialiseerde apparatuur voorhanden
is.
INA is de vertegenwoordiger van veel
toonaangevende ondernemingen. Levert
alle gewenste apparatuur, zorgt voor
plaatsing en onderhoud en levert elke
service die verlangd wordt in binnen- en
buitenland. Daarom beschikt INA ook over
een uitstekend georganiseerd team van
ervaren, door de fabrieken opgeleide
technici ten dienste van de gehele
scheepvaartwereld, overheid en gebrui­
kers van land-mobiele radio.
JAARBEURS
UTRECHT/HOLLAND
INTERNATIONALE NAVIGATIE APPARATEN BV
Wijnhaven 42, Postbus 1590 3000 BN Rotterdam.
Telefoon 010-4330711.
A l 50
ELECTRONICS IN SHIPPING AND
TRAFFIC MONITORING
'" i J 0TA»L0l>l0SS«0
VOOR UWNlïlGAnt EN
COMMUNICATE
w m m m
A monitoring panel o f a barge with equip ment presented during Europort '89.
In the shipping industry, one area which has
been characterized by a period o f tu rb u ­
lent developm ent is the field o f elec­
tronics. T hroughout the past fo u rty years
we have witnessed the discovery o f inven­
tion a fte r m odern invention, which has
kept electronic applications in shipping
both sophisticated and up to date.
In 1945, the D E C C A N avigator, de­
veloped during the w ar and used at the
landing in N orm andy fo r the firs t tim e, be­
came available fo r comm ercial ends.
Since that tim e, the system has been e x ­
panded up to fo u rty D E C C A chains all
over the w o rld . V irtua lly every vessel sail­
ing in w estern European waters is equip­
ped w ith a D E C C A navigator; fo r piloting
deep-drafted ships in, fo r example, the
Eurogeul, this equipm ent is essential.
In 1950, an exp erim ent involving the use o f
radar on a boat belonging to the R o tte r­
dam p o rt authorities, to examine w h e th e r
it w ould be possible to p ilo t sea ships to a
buoy o r quay w ith tugs equipped w ith
Senw 57STE Ja a r g a n g n r 2
short-range radar, was still under discus­
sion. Today, the riv e r radar is part o f the
standard equipm ent o f inland shipping ves­
sels. The newest developm ent in this area,
the rasterscan daylight radar, was in tro ­
duced in N o ve m b e r 1988.
A t present, the en tire R otterdam shorebased radar has been replaced and adapted
to the Traffic m o n ito rin g system. IN A is
responsible, in cooperation w ith ’Signaal’,
fo r the full maintenance o f this.
A highly sophisticated tra ffic m o n ito rin g
system is used in the p o rt areas which
prom otes safety to an im p o rta n t degree.
Ships, to o , which thanks to , among o th e r
things, m odern electronic instrum ents are
able to sail w ith increasingly less crew ,
must m eet high standards w ith regard to
the equipm ent on board.
In 1967, IN A installed the firs t autom atic
p ilo t on an inland shipping vessel (’Shell’).
Today, barges o f o ver 3000 tons can obtain
a certificate fo r one-man co n tro l if the
ship, among o th e r things, is equipped w ith
radar, autom atic p ilo t and VHF radio.
T h roughout all sectors o f the shipping in­
d ustry IN A supervised and supported
these w h irlw in d developm ents in the elec­
tronics field. A 24-hour service organiza­
tio n in eleven D utch po rts provides tech­
nical support and installation w o rk . D uring
the nineties, IN A w ill also spearhead the
developm ent o f satellite communications,
satellite navigation and integrated systems.
A n example o f this is the new fishery re ­
search vessel to be delivered by shipyard
’D e M e rw e d e ’ in January. The new T r idens’ has been com pletely equipped by
IN A w ith A rp a radars, adaptive auto pilot,
satellite com m unication and navigation and
a SIMRAD scientific sonic depth finding
system.
151
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SERVICE ROTTERDAM HOLLAND
Van D uyvendijk shipyard is located in the
centre o f the p o rt o f R otterdam , on the
seaward side o f the bridges and is w ell
known in R otterdam since m ore than 75
years.
W o rk is carried o u t alongside tw o repair
quays w ith fo u r cranes and in w ell equip­
ped w orkshops fo r machining, fittin g and
steel construction. Five floating docks are
available and tw o are suitable fo r drydocking vessels up to 110 m eters in length, and
w ith a lifting capacity up to 6000 tons.
O u r P o rt Voyage Repair Division speciali­
ses in general repairs on board any type
and size o f vessel. Van Duyvendijk also has
the fo llo w in g site facilities available:
SenW 57STE IA A R G A N G N R 2
- LIPS p ro p e lle r repair w o rksh o p fo r any
type o f p ro p e lle r repair 24 hours a day,
every classification;
- reconditioning and regasketing o f plate
heat-exchangers;
- Blasting,
painting
and
oilcleaning;
- W e ll equiped repair machine shop fo r
marine components as rudders, w in ­
ches, pump and others auxilliaries;
- and manufacturing designing o f the w ell
know n Deno Marine Compressors w ith
a capacity fro m 3 to 400 m 3/h by 35 bar
under the classification LR, ABS, GL, BV;
o u r Marine C om pressor Technology.
SCHIEDAM
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153
Rotterdam
N INTXKllfKE StlfflEPSAGDni 1 Ti I WKZNVVïKK BV,
SHIPS THAT PASS IN THE NIGHT
A significant share o f Rotterdam's shipping industry was founded by families; famous names which represent a long tradition o f shipping and
international trade. Hudig, Ruys, Mees and many others have, for generations, been building up the reputation for which Rotterdam is
renowned. Senior citizens o f the city could tell fascinating stories o f those who are part o f the history o f the largest harbour in the world.
One o f these w e ll-kn o w n names is
D irkzw ager, a family which played its ow n
particular part in the developm ent o f p o rt
activities. It was March, 1872, and G ijsbert
D irkzw ager, at the request o f his shipping
friends in Rotterdam , sent them a simple
message w hen he observed a ship passing
through the ’Maassluise G a t’, the connecti­
on betw een the Brielse and N e w Maas r i­
vers. Initially, his only means was w o rd o f
m outh, but as the technology o f com m uni­
cation became m ore advanced, he used his
ow n Bell telephone set, w ith d ire c t lines
betw een H o o k o f Holland and Maassluis, as
w ell as d ire c t connection to Rotterdam.
From the m om ent that the open fairway
fro m H o o k o f Holland to R otterdam now know n as the N e w W a te rw a y - was
established, giving the P o rt o f R otterdam
open access to the sea, D irkzw ager has re ­
p o rte d the passage o f incoming and o u t­
going ships.
The m ost m odern system available in 1890
had been acquired - the d ire c t telephone
line. M ore lines w e re established, and
w hen the firs t w ooden telephone sets
came on the m arket fro m the U nited
States, D irkzw ag er was among those w ho
hooked up the fu turistic device to his lines.
N o t until years later was the firs t m odest
n e tw o rk installed in Am sterdam , and
D irkzw a g e r’s progressive spirit brought
him, on several occasions, into conflict
w ith the postal authorities and telegraph
services. Satisfactory solutions w e re al­
ways found, and now , D irkzw ager acts as a
branch office o f the governm ent telegraph
services and as distribution office fo r te le ­
grams betw een p o rt and ship. C om m uni­
cation is maintained by a d ire c t Line w ith
the coastal station o f Scheveningen Radio.
Ready fo r a c tio n
W h enever a ship enters the N e w W a te r­
way betw een the breakw aters at H o o k o f
Holland, the re p o rtin g system o f the Royal
Shipping Agency o f D irkzw a g e r at Maas­
sluis is triggered. A t the Inform ation C en­
tre , telephones ring and telexes ra ttle to
in form R otterdam that one o f the th o u ­
sands o f ships which traverse the N e w W a ­
te rw a y annually, has entered. In 1987, this
was a to ta l o f 34,000 ships - an average o f
90 per day.
Simplified. D irkzw a g e r’s system consists o f
an observation post at H o o k o f Holland
which registers the name and o th e r cha­
racteristics o f every incoming sea-going
vessel. These particulars are passed on to
the Inform ation C e n tre at Maassluis which,
in turn, sends them to all parties having an
154
interest in the ship’s arrival. A m ong the
firs t to be inform ed are the shipping agents
and operational services such as the P ort
A u th o rity , the H arbour C o -ordination
C entre, the tow age company and the boatsmen w h o have to m o o r the ship, as w ell
as the ch a rte re r and the ship’s chandler.
The num ber o f parties wanting inform a­
tio n can be considerable, because a ship is
n o t unlike a floating village in term s o f sup­
plies. Tim e is an essential fa cto r - delays
are costly. Inform ation supply is an im p o r­
tant aspect o f this procedure, and one
which has been adapted to the spectacular
g ro w th o f th e R otterdam P ort.
It sounds, like the proverbial grapevine, re ­
latively simple and uncomplicated, but is in
reality quite com plex, as the relevant in­
form ation on 34,000 ships per year must
be conveyed d ire ctly - w ith o u t e rr o r o r
omission - to a great number o f people.
M oreover, shipping is a branch o f industry
that cannot be confined to exact tim e
schedules; to the hour, the day o r even a
specific week. The laws o f nature, those
which rule the high seas, are beyond o u r
co n tro l; the notorious w e ste rly winds on
the N o rth Sea can jeopardize the coast,
forcing pilots to w a it until a sto rm has
blow n itself o u t before they can safely bo­
ard ship. That is w hy the w o rklo a d during a
24 hour period is seldom evenly d istrib u ­
ted and the technical installations have to
be geared to handle peak loads. O ne hun­
dred percent re liability o f inform ation is
essential to D irkzw a g e r in o rd e r to effi­
ciently co-o rd in a te everything fro m ship
to shore.
individuals and firm s w hich have applied fo r
the inform ation service, are kept up-to-da­
te by telephone o r the public te le x net­
w o rk.
A p a rt fro m shipping intelligence, D irkzw a ­
ger also supplies services to shipping based
on comm unications techniques and in fo r­
mation. As a branch office o f the G overn­
m ent Telegraph Services, all ra dio-tele­
grams betw een the various harbour servi­
ces o r shipping agents and ships at sea are
dealt w ith . The company maintains direct
co n tro l w ith Scheveningen Radio viaaspe-
cial telephone line. As m ore and m ore
ships are equiped w ith a T .O .R . (te lex over
radio) installation, te le x messages are re ­
placing telegram messages w ith increasing
frequency. D irkzw ager also arranges the
boarding o f pilots by helicopter.
M am m oth tankers w ith a draft o f o ver 57
fe e t need th e professional guidance o f a pi­
lo t w h ere th e Euro-channel begins, some
20 miles o ff the coast o f W alcheren. KLM
o r Airspeed helicopters carry the pilots to
th e ship. D irkzw age r coordinates these ac­
tiv itie s fro m th e ir Maassluis office by te le ­
phone, mariphone, te le x o r w hatever
means are required. Since the depth o f the
Euro-Channel has recently been increased
to 72 feet (and expect to be increased to
74 fe e t in th e near fu ture) pilotage by heli­
copters has become increasingly im p o r­
T h e c o m m u n ic a tio n s n e tw o rk
The original telephone lines fro m the
H o o k to R otterdam have become part o f
history. In co-operation w ith the P o rt A u ­
th o rity and the postal Services, an infra­
stru ctu re has been developed which is
tuned to D irkzw a g e r’s m odern and de­
manding task. V iew ed fro m the company’s
Inform ation C entre, the set-up o f the ope­
rational te le x n e tw o rk is as simple as it is
effective.
A closed c irc u it n e tw o rk , covering the
w hole o f the Rhine Delta, has been esta­
blished in the p o rt area. The P o rt A u th o ri­
ty, the D ic to ra te General o f Shipping A f­
fairs, the P ilote Service and all o th e r p o rt
services such as the boatsmen and tugs,
which have to be inform ed o f the ships' ar­
rivals, are linked to this system. Those o u t­
side o f the com plex coordination o f ship­
ping movements, shipping agents, charte­
rers, ship’s chandlers and numerous o th e r
tf90
tant, making it possible fo r governm ent p i­
lots to be b rou ght on board V L C C ’s o ff
C herbourg in the English Channel - all
operations being co-ordinated fro m
D irkzw a g e r’s office in Maassluis.
T h e v a n ta g e p o in t
The com pany’s Inform ation C entre, loca­
ted in a new ly built office block in Maas­
sluis, overlooks the impressive N e w W a ­
terw a y and the industrial area beyond.
Tens o f telex machines and a num ber o f
com pu ter systems are neatly and e ffi­
ciently arranged: one group fo r incoming
inform ation, another fo r outgoing in fo r­
m ation to be distributed on the closed c ir­
cuit n e tw o rk , and an additional group o f
machines w hich are interconnected to be
the public n e tw o rk. A central group o f
w ell-trained and highly qualified experts
c o n tro l this inform ation, w hich needs to
be appendaged to a message before it is
conveyed to subscriber. Besides the
T.O.R. set, the d ire c t telephone line to
Scheveningen Radio, the unit w ith the heli­
co p te r service co-ordination installation
and the sizeable filing system, even m ore
equipm ent is available fo r a myriad o f mis­
cellaneous functions.
It is a restless w o rld ; many machines in
ceaseless operation, day and night, registe­
ring inform ation. Nonetheless, it is re la ti­
vely quiet, as the new prin tin g techniques
o f the te le x machines have low-noise ope­
rating levels. The m ost noticeable activity
is th a t o f the office staff itself, as fragments
o f telephone conversations and the muted
staccato o f the te le p rin te rs combine to
create an industrious atmosphere. In this
organized com m otion and clatter, the em ­
ployees know the precise position o f each
vessel in the p o rt area, to which b erth she
is heading, and w h e th e r there are any spe­
cial instructions o r messages fo r her cap­
tain o r p ilo t and w ho ever else should be
inform ed. This centre o f throbbing activity
provides inform ation fo r every relevant
contact in the P o rt o f R otterdam - it func­
tions as a ’c ro w ’s nest’ fo r the busiest har­
bour in the w o rld.
A p a rt fro m the operational aspects o f
D irkzw ager's inform ation centre, the
company also acts as an adm inistrative b o ­
dy, advancing legally required G o ve rn ­
m ent pilotage Dues and disbursements in
the w h ole o f the Rijnmond area on behalf
o f the P o rt o f Rotterdam . Besides the 24hour service provided by the company,
there is also a small, specialized d e p a rt­
m ent to deal w ith agency w o rk , such as
customs clearance and o th e r legal docu­
m entation. This departm ent also deals
w ith a container groupage service by lo rry
on behalf o f th e ir Britisch business rela­
tions. As o u te r p o rt agent, D irkzw a ger is
in a position to fulfil the requirem ents o f
SenW 5 7 S T E IA A R G A N G N R 2
S enW 57STE jA A R G A N G N R 2
R otterdam shipping agents and to provide
assistance w here necessary.
G u id in g lig h t
T o many, it may be a veritable challenge to
find a way through the com plex and te e m ­
ing activity o f an international harbour,
finding, in the diversity o f options available,
w here to go and how to go about it. The
best place to look is, perhaps, in D irk z w a ­
g e r’s Guide to the N e w W ate rw a y, o f
which the 108th edition was published in
1990. This small and practical b o o kle t is
the source o f inform ation on communica­
tions, the rules and regulations, tariffs, etc.
applicable w ith in the P ort o f R otterdam . It
also contains small maps o f the new W a­
te rw a y area fro m the N o rth Sea to R ot­
terdam.
D irkzw agers's Coastal p ilo t Service, P.E., a
subsidiary o f Royal Shipagency D irkzw a ­
ger, was founded shortly a fter the Second
W o rld W ar. A t th e outset, assistance was
requested o f re tire d masters familar w ith
the traffic lanes; a precarious undertaking
because o f the many existing minefields at
the time. H ow ever, as p ostw ar shipping in­
creased, so did the demand fo r expe­
rienced N o rth Sea pilots, and this became
an alternative full-tim e fo r numerous
young captains in early re tire m e n t. O fficial
recognition follow ed some years later by
the issue o f p ilo t licences, c o n tro lle d by
the governm ents o f those countries whose
shores share the English channel and the
N o rth Sea. The International M aritim e
Organization recommends the service o f
these qualified pilots, even though nonqua­
lified pilots o ffe r th e ir services as N o rth
Sea pilots at m ore com petitive rates.
H o m e safe
A t present, D irkzw a ger employs 28
licenced pilots and maintains pilotage con­
tracts w ith numerous large shipping com ­
panies. T h ro u h t the daily N otices to M ari­
ners', the company's pilots are ke p t fully
up-to-date on all changes in buoyage, lights
and communications channels. T h e ir eve­
ryday presence in this active trading area is
a guarantee fo r navigational safety, w ith ­
o u t unnecessary loss o f tim e. The hum o f
the harbour - the invisible currents o f
com m unication th a t e le ctrify the air from
ship to shore, converge in the Inform ation
C e n tre o f D irkzw ager. W ith its far-reach­
ing view and constant vigilance, no m a tte r
h o w late the h our o r h o w storm y the sea,
even ships th a t pass in the night w ill n o t
pass unheard.
T h e F u tu re
It is D irkzw a g e r’s aim to maintain, o r bet
te r still, to im prove th e ir service provided
by extending and constantly m odernizing
th e ir autom atization and com m unication
technics.
155
NIEUWSBERICHTEN-NEWS
Nieuwe uitgaven
New Issues
T IT L E , L L O Y D ’S P O R T S O F
T H E W O R L D 1990
E d ito r, Paul J. C u n y
IS B N I 85044 251 7
O v e r 16.000 changes have been made in
th e latest editio n and a fu rth e r 104 po rts
introduced, bringing the to ta l to o ve r
3.000 p o rts w orldw id e . But fro m the
eighth edition o f this m ost comprehensive
overview o f po rts w o rld w id e , 37 entries
have been deleted, due to the loss o f
com m ercial activity at certain ports.
It is being recognised that ports, using all
the modern methods o f transportation,
ship, road, rail, interm odal, m ultim odal,
etc. are d ire ctly linked to the w o rld and,
m ore im portant, to the people o f the
w orld.
For these reasons, amongst others, many
people, public and private alike, have
regenerated considerable interest in ports
and the services th a t they can offer. In this
c o n te x t ’Lloyd's ports o f the W o rld ’ is re ­
comm ended as a very suitable vehicle to
both advertise yo u r p o rt’s a ttrib u te s and
at the same tim e provide the inform ation
th a t these people seek.
Published by:
Lloyd’s o f London Press Ltd.
Sheepen Place, C olchester, Essex C 0 3 L P
U nited Kingdom
J. M. V.
T IT L E , L L O Y D 'S N A U T IC A L
Y E A R B O O K 1990
E d ito r, H a r r y A rn o ld
IS B N I 85044 250 9
This p re m ie r m aritim e reference book
continues to develop as an essential annual
review o f the shipping industry. As w ell as
i t ’s regular reference sections, the 1990
Ê
NEDERLANDSE VERENIGING
.,
VANTECHNICI OP
SCHEEPVAARTGEBIED
(Netherlands Society of Marine Technologists)
V E R E N IG IN G S N IE U W S
door
Algem een secretaris J. M. Veltman
T ita n ic - O ’C o n n o r-IM A R E
do. 29 m rt. R otterdam
E k o fis k -V o lk e r S te v in
V o o rlo p ig p ro g ra m m a van lezingen
en e v e n e m e n te n in h e t seizoen
1989/1990
C h e m ic a lië n ta n k e rs
B ro e re
13 m rt. Groningen
14 m rt. A m sterdam
15 m rt. R otterdam
w o. 4 apr. A m sterdam
B in n e n v a a rt
D e lezingen w o rd e n gehouden:
1. Bij de T U D e lft in de Aula, M ekelweg 5,
aanvang 20.00 uur.
2. In R otterdam in de K riterionzaal van
het G roothandelsgebouw , Stations­
plein 45, aanvang 20.00 uur.
3. In Am sterdam bij h e t IH T N O 'A m s te r­
dam’, Schipluidenlaan 20, aanvang 19.00
uur.
4. In G roningen in h e t Stadsparkpaviljoen,
Paviljoenlaan 3, aanvang 20.00 uur.
5. In Vlissingen in h e t Strandhotel, Boul.
Evertsen 4, aanvang 19.30 uur.
A lle lezingen in R otterdam en D e lft w o r ­
den gehouden in samenwerking m et de
afd. M arTec van het K.l.v.1. en 'W illiam
Froude’.
Ing. K. Bos
do. 19 apr. Vlissingen
V e rk ie z in g h o o fd b e s tu u r
O n tw e r p SES-KM S
w o. 25 apr. T U D e lft
D e n ie u w e R ijk s w e rf
C d r. T . M o o im a n
B e tro u w b a a rh e id s a n a ly s e
K le in W o u d
do.
do. 15 m rt. Vlissingen
do. 5 apr. R otterdam
di. 3 apr. G roningen
V e e rb o o t C an ad a
C o n o sh ip
di.
156
ed itio n looks ahead to the new decade.
N e w articles have been included in this
ed itio n on Finance Shipping and the Future
o f LN G Trades. The position o f Lloyd’s o f
London is discussed by Mr. M urray Law­
rence the Chairman o f Lloyd's.
A dditional space has been allocated to the
constantly changing shipbuilding industry
and the developm ents that are taking place
in ship propulsion. The fo u r key sections of
th e Y earbook are: The Shipping Industry;
Lloyd’s and Insurance; Legal and Interna­
tional Regulations and General Informa­
tion. They have been fully revised and up­
dated and provide as always a com prehen­
sive source in a vast range o f subjects.
Published by:
L lo yd ’s o f London Press Ltd.
Sheepen Place, C olchester, Essex C 0 3
3LP
U nited Kingdom
J. M. V.
17 mei R otterdam
15 mei Groningen.
D e schriftelijke verkiezing v o o r nieuwe le­
den van het H oofdbestuur heeft de v o l­
gende uitslag opgeleverd:
Ir. W . J. de Nijs, 5 14 stemmen
J. J. van d e r Meulen, 138 stemmen
D. Barkm eijer, 481 stemmen
lg. D. H. Kuiper, 178 stemmen
Ing. H. D. van der W e rf, 592 stemmen
P. Schröder, 74 stemmen
Blanco, 5 1 stemmen
SenW 57STE jA A R G A N G N R 2
A lg e m e n e L e d e n v e rg a d e rin g
D e Algem ene Ledenvergadering van de
N VTS zal in 1990 gehouden w o rd e n in
G roningen in het Stadsparkpaviljoen op
woensdag 18 april a.s. H et zeer voorlopige
program m a ziet e r als volg t uit:
08.00 uur
V e rtre k bus u it R otterdam . Rijdend via
A m sterdam , waar leden u it de omgeving
A m sterdam kunnen opstappen; is de v e r­
w achte aankom sttijd ca. 11.15 uur.
I 1.30 uur
Aanvang vergadering.
12.45 uur
A p e ritie f en lunch.
14.00 uur
Aanvang excursie,
ca. 16.00 uur
V e rtre k m et broodjes in de bus, rijdend via
Amsterdam.
ca. 19.00 uur
A ankom st Rotterdam.
ger Technisch en Nautisch O n d e rw ijs te
R otterdam een symposium georganiseerd
m et de tite l: ’Varen na(ar) het jaar 2000’
o ver de gem oderniseerde scheepsbedrijfvoering en de bijbehorende opleiding.
Ballotage
V o o rg e s te ld v o o r h e t g e w oo n
lid m a a tsch a p
J. G ROENEVELD
International Service Manager, Vecom
Technical Services
St. C atharijnehof 5A, 3231 XS Brielle
V oorgesteld d o o r M. L. J. Hage
Afdeling: R otterdam
C. P. V A N M E N IN G E N
Com m ercial Manager, Radio Holland Ma­
rine
Jan Schoutenlaan 39, 3705 VJ Z e ist
V oorgesteld d o o r J. M. Veltman
Afdeling: R otterdam
J a a rfe e s t 1990 te R o tte rd a m
O p zaterdag 12 mei 1990 zal in het teken
van R otterdam 650 jaar het jaarfeest van
de N VTS w orden gevierd. D it jaarfeest is
een aangepast jaardiner, zoals vro e g e r ge­
bruikelijk. Een zeer voorlo p ig programma
als volgt:
I 3.00 uur
O ntvangst m et koffie in M aritiem Museum
'Prins H e n d rik’.
14.30 uur
Inscheping op m otorpassagiersboot ’C a ro lina’ m e t rondvaart d o o r R otterdam s ha­
vengebied,
vanaf 18.00 uur
A p e ritie f en Captains D inner bij de K o ­
n inklijke Roei- en Zeilvereniging 'D e
Maas’.
D e kosten zullen waarschijnlijk ƒ 5 5 ,- per
persoon bedragen. In het m aartnum m er
van Schip & W e rf vo lgt een uitgebreide
aankondiging m e t inschrijfmogelijkheid.
D a g s y m p o s iu m
O p 22 februari 1990 w o rd t d o o r h e t H o ­
R. A . V A N S O LIN G EN
Projectleider, V ecom Technical Services
Mandolinestraat 27, 3208 DJ Spijkenisse
V oorgesteld d o o r M. L. J. Hage
Afdeling: R otterdam
O nze zuster-afdeling O ffshore Techniek
van het KIVI heeft vo o r het komende sei­
zoen een aantal lezingen georganiseerd,
w e lke zeker o o k van interesse zijn v o o r de
leden van de Afdeling M aritiem e Techniek.
D aarom hieronder een k o rte opsomming.
SenW 57STE jA A R G A N G NR 2
V o o rg e s te ld v o o r h e t
C O M B IN A T IE L ID M A A T S C H A P
Ir. E. R. M ETZ
Kerkstraat 63, 2 2 7 1 CR V o orburg
Afdeling: R otterdam
V o o rg e s te ld v o o r h e t
J U N IO R L ID M A A T S C H A P
H .O . V A N H E R W IJ N E N
Student S, Hogeschool D o rd re ch t
W aalstraat 36, 3 3 13 X L D o rd re ch t
V oorgesteld d o o rj. W . Pasveer
Afdeling: R otterdam
J. M A N D E M A K E R
M aritiem O ffic ie r O pleiding H N O te R ot­
terdam
Klaverstraat 54 c, 3083 V H R otterdam
V oorgesteld d o o r R. W . P. Seignette
Afdeling: R otterdam
G epasseerd v o o r h e t
G E W O O N L ID M A A T S C H A P
C. H. STAPEL
A d ju n ct D ire c te u r, W ilto n -F ije n o o rd BV
O ude Singel 100, 2312 RE Leiden
V oorgesteld d o o r Prof. Ir. S. Hengst
Afdeling: R otterdam
IR .j.F E IT H
Afdeling: Am sterdam
F. O . U D E M A
D ire cte u r, Udema M aritim e BV + Udema
T e a m w o rk BV
Zuiderhaven 67, 8 8 6 1 C M Harlingen
V oorgesteld d o o r j. L. Yntema
Afdeling: Groningen
R. A. HEIJKOOP
Afdeling: R otterdam
A. P. W E TZE L
Technical S ervices/Adm inistration Mana­
ger, D e t norske Veritas
H o lte rb e rg 92, 2905 N H Capelle a/d IJssel
V oorgesteld d o o r L. W . Engelblik
Afdeling: R otterdam
VERENIGINGSNIEUWS
L e z in g e n p ro g ra m m a A fd e lin g
O ffs h o re T e c h n ie k
N . D. V A N W IJK
Schade-Expert, H. A . van Am eyde BV
Ranonkelstraat I I , 3261 BR O ud-B eijertand
V oorgesteld d o o r L Roest
Afdeling: R otterdam
D e lezingen vinden plaats in het Instituutsgebouw van het KIVI, Prinsessegracht 23
Den Haag, tenzij anders verm eld. De lezin­
gen beginnen om 19.00 uur.
V o o r uitgebreidere inform atie w o rd t men
doorverw ezen naar:
Sekretariaat van de Afdeling O ffshore
Techniek
IR. T. FLAM ELING
Afdeling: R otterdam
K. A . P. L A N T IN G A
Afdeling: Am sterdam
IR. K. VISSER
Afdeling: Am sterdam
G epasseerd v o o r h e t
J U N IO R L ID M A A T S C H A P
J. H. J. JANSSENS
Afdeling: R otterdam
M A R IN , Postbus 28, 6700 A A W ageningen
22 m aart 1990:
’D e invloed van de offshore m ijnbouw op
het m ilieu en het e ffect van de regelgeving’
Ir. P. J. M. van d e r Ham, m inisterie van Eco­
nomische Zaken
Ir. F. M. Post, Rijkswaterstaat
V e rte g e n w o o rd ig e r Greenpeace
plaats: Rijkswaterstaat, Koningskade 4,
Den Haag
19 aaril 1990:
’F3-veld en de N O G A T -p ijp le id in g ’
M edew erkers van de N A M
157
Iemand die ’s avonds nog eens lekker
komt kletsen.
Iemand die jou van een schoolfeest haalt,
maar dan wel om de hoek wacht.
Iemand die jouw liefdesverdriet heel
serieus neemt.
Iemand die snapt datje schreeuwt als je
eigenlijk moet huilen.
Iemand die weet hoe het voelt als bij je
vriendin alles wél ’gewoon’ is.
Iemand die begrijpt datje iets kapot wilt
smijten als je vader gebeld heeft.
Iemand die voor jou wil zorgen.
Iemand die sterk genoeg is om je ook
weer los te laten.
Iemand die pleegouder wil zijn.
P leeg o u d er zijn is niet altijd m akkelijk. H et boekje m et de v ersch illen d e vorm en van P leeg zo rg h elp t u te
b eo o rd elen o f h et iets voor u is. U kunt h et gratis b oek je aanvragen m et d eze coupon.
N a a m ____________________________________________ M/V Straat ----------------------------------P o s tc o d e _________ P la a ts ---------------------------------- — — (P r o v .)----------------------------- Tel
O psturen naar A ktie P leegzorg, A ntw oordnum m er 9880, 3500 ZJ U trecht (een p o stze g el is n iet nodig).
I___________________________________________________________________________________________________________________
A dvertentie aangeboden door dit blad in sam en w erk in g m et de Stichting Ideële R eclam e
SIRE
LITERATURE
V erzorgd d o o r het M IC /C M O .
Kopieën van de hier verm elde ar­
tikelen zijn tegen betaling v e rk rijg ­
baar bij:
Nederlands M aritiem Inform atie
C e n tru m /C M O
Postbus 21873
3 0 0 1 A W R otterdam
Tel. 010-4130960, tst. 33
SW 90-02-01
N o r th Sea e x p e rie n c e w ith
a lu m in iu m d rillp ip e
T a rr, B.A.; Graham, I.A.
D T C (76450), 8905, 1/5901, pg-167, nrpg14, g r-1 , tab-6, drw -6, ENG
A lum inium drillpipe is a speciality product
th a t has been recom mended fo r extended
reach directional drilling operations. H o w ­
ever, only lim ited operational experience
has been re p o rte d fro m offshore drilling
applications. In this paper the operational
experience o f using a string o f 5 in. ( 127
m m ) aluminium drillpipe on a N o rth Sea
p la tfo rm fo r a period o f 2-1/2 years is p re ­
sented. A fte r plans to d rill extended reach
w ells fro m the platform w e re shelved the
alum inium drillpipe was taken o u t o f ser­
vice. The operational problems o f using
the aluminium drillpipe w e re found to o u t­
w eigh the benefits w hen used to d rill the
typ e o f directional wells described in this
paper.
0620114
SW 90-02-02
U n d e r w a te r w e t w e ld in g o f h ig h e r
s tre n g th o ffs h o re steels
Ibarra, S.; Olson, D.L.; Grubbs, C.E.
O T C (76450), 8905, 1/5889, pg-67, nrpg10, gr-9, d rw -1 , ph-3, ENG
The problem s in underw ater w e t w elding
o f higher strength steels are identified. En­
gineering fundamentals are being consi­
d ered to guide fu tu re research to o v e r­
com e some o f the lim itations to deep w e t
u n d e rw a te r w elding o f higher strength
steels. Six differen t approaches are sug­
gested fo r research to increase the w a te r
d e p th fo r underw ater welding.
0320437
S W 90-02-03
D e e p w a te r C h ris tm a s tr e e
d e v e lo p m e n t
A lfano, P. P.; Barbosa, C. H. N . ; :Lewis, M.
A.
SenW 57STE IA A R G A N G N R 2
O T C (76450), 8905, 1/5887, pg-57, nrpg9, d rw -9 , ENG
This paper presents the w o rk to date ac­
complished by a petroleum equipm ent
company and its licencer in conjunction
w ith a m ajor oil company in developing a
subsea satellite layaway Christmas tre e to
be used in 1800 m w a te r depths. The paper
describes the technological agreement,
the tre e description, the solution adopted
in key areas o f the design, ho w interface
points w e re defined fo r installation and
operation, and fu tu re w o rk plans on p ro ­
to ty p e fabrication and tests. Upon com ­
pletion o f this p ro je c t this w ill be the first
subsea satellite tre e built to be used up to
this w a te r depth.
0620214
SW 90-02-04
G e n e ra liz a tio n o f T a y lo r ’s
added-m ass fo rm u la fo r tw o bodies
Landweber, L ; Chwang, A. T.
Jrnl. Ship Res. (01490), 8903, 33/1, p g -l,
n rp g -9 ,g r-2 , ta b -3, d rw -1 , ENG
A previous generalization o f the Taylor
form ula, which expressed the added mas­
ses o f a single body, moving w ith six de­
grees to freedom , in term s o f the system
o f hydrodynamic singularities which gener­
ate the irro ta tio n a l flo w about the body, is
fu rth e r generalized fo r the case when
another m oving body is present. This w o rk
was stimulated by a study o f the h ydrody­
namic interactions betw een an ice mass
and a ground-based offshore structure.
The results are applied to calculate the var­
iation o f the added masses as a rectangular
cylinder approaches a circular one. A new
simple relation betw een the added masses
o f a rectangle moving parallel to its longer
o r s h o rte r side, and a m ore com plete table
o f the added-mass coefficient fo r various
thickness-length ratios than was previously
available, is presented in the A ppendix
SW 90-02-05
T h e d isp e rsio n o f gases in
o ffs h o re p la tfo rm s
Lindberg, B.; McFadyen, K.; Fulton, R.
Inst. Marine Eng; Trans. (03310), 8912,
101/6, pg-289, nrpg-14, gr-8, tab-1, d rw 12, ENG
O ffshore related w o rk has always de­
manded the highest standards o f safety in
design and operation. Recent tragic events
have emphasised the need fo r constant
awareness and developm ent o f safety
techniques. Gas leakage is an inherent risk
in certain areas o f a platform . These areas
require intrinsically safe equipm ent to ­
gether w ith d e te ctio n and fire c o n tro l sys­
tems. H ow ever, fo r overall safety, ventila­
tio n is the m ajor preventative influence.
V e ntilation design should th e re fore o p tim ­
ise proven techniques fo r dilution and re ­
moval o f gases and the elim ination o f stag­
nant areas o f potentially high gas concent­
rations. The paper w ill describe the ve n ti­
lation requirem ents fo r hazardous areas in
particular and fo r open as w ell as closed
modules, and w ill discuss the advantages
and disadvantages o f these tw o types fro m
the p o in t o f view o f ventilation in d ire ct
relation t o safety.
0161240
SW 90-02-06
U n c e rta in tie s in th e e s tim a tio n o f
flu id lo a d in g on o ffs h o re s tru c tu re s
w ith special em phasis on w in d fo rce s
Singh, S.
Inst. Marine Eng; Trans (03310), 8912,
101/6, pg-269, nrpg-19, g r-1 5, tab-2, d rw 10, ENG
Some o f the m ajor uncertainties in the es­
tim a tio n o f mean drag forces on offshore
structures, especially those generated by
w ind, are presented and discussed. Stan­
dard techniques, as suggested by published
crite ria and guidelines, have been used to
illustrate some o f these uncertainties fo r
three cases. These are loads on the legs o f a
jack-up unit, loads on a group o f conduc­
tors, and finally, w ind forces on a semi-submersible unit. Potential problem s in the
use o f w ind tunnel modelling are also dis­
cussed and recom mendations made fo r a
unified and consistent approach to es­
tim ating mean drag forces on offshore
structures.
0630219
SW 90-02-07
C o n tr o l o f re m o te ly o p e ra te d
vehicles (R O V s) in th e fu tu re
London, K. B.; Chapman, R. R. Inst. Marine
Eng; Trans. (03310), 8910 101/4, p g - l89,
nrpg-5, d rw -4 , ENG
ROVs are now used extensively by the o ff­
shore, defence, telecom m unications and
leisure industries. The size and cost o f
these vehicles have decreased dramatically
o ver the last decade. These vehicles have,
at present, a lim ited range and depth capa­
b ility w ith respect to theis ’parent' vessel,
as they are 'te th e re d ' by an umbilical. This
paper discusses some o f the technical de­
velopm ents necessary to make these ve­
hicles fully autonomous, and ends by em­
phasising the realistic m arket potential fo r
such systems.
0610414; 1131200
159
SW 90-02-08
D iffs ta r, a d iffe r a n tia l GPS
sy ste m in th e N o r th Sea
H ervig, K.
N A V C onference (75 326), 8 9 10, 1/19, pgI , nrpg-9, gr-9, d rw -4 , ph-1, ENG
Kongsberg N avigation N o rw a y has de­
veloped a differential GPS system intended
mainly fo r the oil exp lo ra tio n industry on
the N orw egian C ontinental Shelf. The sys­
tem has been b u ilt up to cover a large area
fro m the Barents Sea dow n to the English
channel. This paper describes the D iffstar
system principles and coverage, and p re ­
sents results fro m use o f th e system.
0210511
solve the ship param eter estim ation p ro b ­
lem. Simulations and real scale tests on tw o
ships showed that the e x p e rt system and
extended Kalman filte rin g approaches do
n o t give satisfactory results. The problem
was solved by using the steepest descent
optim ization m ethod fo r minimising the
square sum o f the Kalman filte r innovation
signals. N onlinear optim iza tio n seems to
be the m ost prom ising m ethod fo r tuning
the parameters o f the dynamic positioning
(D P ) system used in offshore operations.
The know ledge required to determ ine the
initial values fo r the DP-system parame­
ters can be expressed by using traditional
high level language structures.
0160613;0610410
SW 90-02-09
T u n in g o f d y n a m ic p is itio n in g
sy s te m b y e x p e r t syste m te chn iqu es
SW 90-02-10
Selkainaho, J.; Saastamoinen, M.
E xpe rt Systems and Signal Processing in
Marine A u to m a tio n (7121 3), 8908, pg-59,
nrpg-8, g r-1 7, tab-1 , d rw -1 , ENG
T hree d iffe re n t m ethods w ere studied to
100A I, Lloyd’s Magazine (01700), 8909,/3,
pg-10, nrpg-4, d rw -3 , ph-4, ENG
There have been several concrete gravity
platform s installed in the N o rth Sea, but
the Ravenspurn N o rth platform is diffe­
In a d iffe r e n t m o u ld
rent. It is the firs t concrete platform to be
b u ilt in the U K fo r 10 years, the firs t to be
installed in the shallow w aters o f the
southern N o rth Sea and the firs t N o rth
Sea concrete platform to be bu ilt entirely
in d ry dock.
0 6 3 0 113
Bij bestelling van artikelen d ie n t u
het num m er van het abstract op te
geven. H e t eerste num m er tussen
haakjes in de bronverm elding ve r­
w ijs t naar het d o o r M IC /C M O
gehanteerde publikatie code sys­
teem .
D e bibliotheek van het Nederlands
M aritiem Inform atie C en trum is
geopend op werkdagen van I 1.00
to t 16.00 uur. H e t adres is Blaak 16,
Rotterdam .
P ro je c t E n g in e e r m /v
D am en Shipyards houdt zich bezig m et ontw e rp ,
leve ring en e xp lo ita tie van schepen in lengten van S
to t 120 m eter en vermogens to t 10.(KMI kW .
D aarnaast repareert Dam en bedrijfsvaartuigen en
zeeschepen to t 15.(WK) u lw op haar vestigingen in
N ederland, D u itsla n d en G ro o t-B ritta n n ië .
De D am engroep om vat thans een 15-tal bedrijven
vo o r p ro d u k tie van schepen en is daarmee de grootste
pa rticu lie re scheepsbouwgroep in Nederland.
V ereisten:
- O p le id in g H T S scheepsbouw o f gelijkw aardig.
- E nkele jaren ervaring met bouw van vissers­
schepen.
- C om m ercieel inzicht.
- C re a tiv ite it en fle x ib ilite it.
- Goede kennis van de engelse- en bij v o o rk e u r ook
de franse taal in w o o rd en geschrift.
- L e e ftijd 25 - 35 ja a r.
V o o r de vestiging van Scheepswerf D am en B .V .
te G orinchem vraagt de P roduktgroep V isserijschepen, w aar schepen vo o r de inte rn a tio n a le visserij
w orden o ntw o rp e n en gebouwd,
een Project*Engineer.
Geboden w o rd t:
- Een uitstekend salaris in overeenstem m ing met de
gestelde eisen.
- Afw isselend en zelfstandig w erk.
- G oede prom otiekansen in een dynamisch en
snelgroeiend b e d rijf.
- Goede secundaire voorzieningen.
Deze functie om vat:
- H e t zelfstandig u itw e rke n van projecten op tech­
nisch gebied, naar aanleiding van aanvragen van
onze kla nte n , wat in h o u d t het zelfstandig maken
van een vo o ro n tw e rp , bestek en begrotingscalculatie.
- H e t verlenen van technische ondersteuning ten
dienste van de verkoop-afdeling.
- In het team van de p ro d u cto n tw ik k e lin g van visserijschepe n .
160
B elangstelling? V o o r m eer inlich tin g e n kunt U
bellen met de heer H .P .F . V o o rn e ve ld . d irecteur
Visserijschepen. T e le fo o n (01830) 39911.
U w sc h rifte lijk e so llic ita tie k u n t U richten aan D am en
Shipyards. postbus i.4 2 0 0 A A G o rinchem . t.a .v. de
afdeling personeelszaken.
SenW 57STE jA A R G A N G N R 2
Van der Giessen-de Noord shipbuilding division B. V., de scheeps­
werf te Krimpen aan den IJssel waar onder dak een indrukwekkend productieprogramma wordt gerealiseerd, zoekt op korte termijn een functionaris
die het als een uitdaging ziet de spil te zijn in de operationele organisatie,
de tussenpersoon voorde voorbereidingsafdelingen en de productie, als
hoofd centraal planbureau
Wij denken dat degene (m/v) die wij zoeken:
- een grote practische kennis heeft van de bouw en inbouw
van schepen,
- de planmatige aanpak, gebruikmakend van automatiseringstechnieken, essentieel vindt voor het succesvol voor­
bereiden en produceren van gecompliceerde schepen,
- van technisch en organisatorisch voldoende niveau is om
m et succes de productiedoelstelling te formuleren en voor
te bereiden en te vertalen naarde technische voorberei­
dingsafdelingen zodanig dat een doelgericht proces ont­
staat van contract tot oplevering.
Bent u deze jonge dynamische organisator o f de meer
ervaren productiemanager die graag zijn/haar kennis wil
vertalen in planmatige voorbereidingen o f denkt u op andere
gronden de juiste persoon te zijn die wij zoeken, richt u dan
schriftelijk tot onze Centrale Personeelsdienst, t.a.v. de heer
E.C.M. de Waal, Postbus 1 ,2 92 0AA Krimpen aan den IJssel.
van der Giessen-de Noord N. V.
Schaardijk23 - 2 9 2 1 LG Krimpen aan den IJssel.
Telefoon 01807 - 12144*
AI61
Voor ons districtskantoor te Am sterdam zoeken wij een
Bureau
Veritas
Surveyor
Functie-inhoud
Bureau Venlos geniet internationale faam als
classificatie- en surveybureau en is e rkend
d o o r de regeringen van 122 tanden
Bureau Ventas is opg erich t m 1628 te A ntw e r­
pen Hot h oo ld kan too r zetelt in Pari/s 5000
Employees verspreid over 4 8 5 vestigingen
voeren w erkzaam heden uit, verdeeld over
5 d ivisies scheepvaart on otfshore,
p ro du kten en goederen industrie lu ch t­
vaart, g ebouw en on civiele werken
-
-
B ureau Ventas ziet toe op de veiligheid
en kw a lite it van
3 00 offshore eenheden
7300 schepen
10800 vliegtuigen
225 00 tankcontainers
Por ia a r verricht B ureau Veritas
6 000 surveys op h et g e b ie d van
g ebouw en on civie le werken
Ten behoeve van d ocum entaire
cre d ie ie n w o rd en 4 0 0 0 0 pre
shipm ent-m specties p o r ja a r
uitgevoerd B ureau Veritas
heeft in tota al 2 2 0 0 0 0 0 boxcontainers gekeurd
Functie eisen
-
-
i
ƒ
ƒ
het beoordelen van scheepsconstructies,
scheepsinstallaties en uitrusting volgens de
Bureau Veritas Rules and Regulations,
IMO/LLC en de voorschriften van overheden.
het toezicht op de fabricage en het onderhoud
van m aritieme constructies bij toeleveringsbe­
drijven.
het keuren van ontw erptekeningen en het be­
oordelen van de uitrusting voor schepen en
offshore platform s.
het adm inistratief verwerken van de rapportage.
HTS Scheepsbouw of W erktuigbouw.
leeftijd 30-35 jaar.
beheersing van de Engelse taal in w oord en
geschrift; kennis van de Franse taal strekt to t
aanbeveling.
w oonachtig in de om geving van Am sterdam .
Voor onze ’ Marine B ranch’ te Rotterdam zoeken wij een
B ureau Veritas O uality
Inte rn atio n al (BVQI) is
een d ochterondernem ing
en erke nd doo r de B aad
voor de C e rtificatie en de
NACCB m e t als a ctivi­
teit h et certificeren
van kw a lite it s
borgm gssystem en
volgens ISO 9000.
Ingenieur
werktuigbouw kunde/
scheepsbouwkunde
te r versterking van de 'Dutch Plan A pproval O ffice’.
Functie-inhoud
-
Functie-eisen
-
het keuren van de ontw erptekeningen van
scheepsconstructies, en installaties volgens de
Bureau Veritas Rules and Regulations.
het keuren van de ontw erptekeningen van
offshore installaties (vaste en mobiele platforms).
het uitvoeren van technische berekeningen,
zoals bijv. eindig elementen berekeningen,
trillingsanalyses en risicoanalyses.
Voltooide opleiding aan de Technische Universiteit, afdeling W erktuigbouw kunde o f Mari­
tiem e techniek.
affiniteit met scheepsw erktuigkundige installa­
ties.
affiniteit met (scheeps) constructies.
kennis van eindig elementen berekeningen.
in staat zijn to t het zelfstandig kunnen uitvoeren
van projecten.
ervaring in om gang met com putersystem en.
leeftijd ca. 30 jaar.
w oonachtig in de om geving van Rotterdam.
beheersing van de Engelse taal in w oord en
geschrift, kennis van de Franse taal strekt to t
aanbeveling.
Voor beide functies kan een psychologisch onderzoek deel
uitm aken van de selectieprocedure.
U kunt uw sch rifte lijke sollicitatie m et c.v. richten aan de afd.
personeelszaken van Bureau Veritas, Postbus 2705,3000 CS
Rotterdam .
Voor telefonische inlichtingen kunt u vragen naar Mevr. Th.
Moree, Hoofd Personeelszaken van ons Bureau, W estblaak 7,
tel. 010-4119733.
A l 62
IHC G u sto Engineering - een 100%
d o c h te r van IHC C ALAN D - is een
ingenieursbureau d at zich to e le g t op de
dienstverlen in g ten behoeve van de
o ffsh ore industrie en de zw are m eta al­
industrie.
De ke rn activite iten bestaan o.a. uit het
m aken van co m p le te ’cu sto m b u ilt’
o ntw e rp en van d .p . b oorschepen,
(halfafzinkbare) b oo r-, d rijven de p ro du ktie
p ijp en le g - en kraanvaartuigen, offshore
kranen m et een g ro o t hefverm ogen,
zelfheffende b o o r- en a cco m m o d a tie
e ilanden en andere sp eciale vaar- en
w erktu ig e n .
De o n d erne m in g kan bogen o p een
g e ve stig d e rep u ta tie die s to e it o p een
g ro o t aantal in b e d rijf zijnde eenheden
o n tw o rp e n en g e b o u w d v o o r c liën ten o ver
d e gehele w ereld.
T e r verste rkin g van d e o n tw e rp ­
a fde lin g ’S tru ctu ra l & M echanica! D esign’
zoeken w ij k o n ta k t m et ingenieurs v o o r d e
n avolgende funkties:
Ontwerper werktuigbouw
(mechanisch) ir/ing.
w ien s w erkzaam heden zich zullen
bew egen o p het terrein van het
berekenen, o ntw e rp en en tekenen van
zw are g e co m p lice e rd e m echanische
co n stru ctie s en begeleiding bij de verdere
detaillering. Kennis van hydrauliek en
pne um atie k, alsm ede m oderne
rekentechnieken, m aterialenkennis en
inzicht in p ro d u k tie te c h n ie k en - kosten
zijn een vereiste.
Ontwerper werktuigbouw
(structureel) ir/ing.
w iens w erkzaam heden zich zullen
bew egen o p het terrein van het
berekenen, o ntw e rp en en tekenen van
zw are g e co m p lice e rd e sta alco n stru ctie s.
K ennis van de m od erne ste rktereke np a kk e tte n en verm oeiingsberekeningen,
m ate ria len ken nis en inzich t in p ro d u k tie ­
te ch n ie k en -ko ste n zijn een vereiste.
Voor deze vakatures geldt dat
kandidaten de Engelse taal in woord en
geschrift dienen te beheersen, daaren­
boven verwachten wij van de sollici­
tanten de capaciteit om problemen vlot
en goed te doorgronden, een flexibele
denkwijze, zelfstandigheid en een hoge
mate van creativiteit.
Uw bij voorkeur schriftelijke sollici­
tatie dient U te richten aan IHC Gusto
Engineering t.a.v. de heer W.A.H.M.
Vossen, Postbus 11,3100 AA Schiedam.
GUSTO
ENGINEERING
’s-Gravelandseweg 557, Schiedam
A I63
vlaardingen oost
scheepsreparatie
H et g a a t goed m et V laardingen O ost
S ch e e p sre p a ra tie b v !
II»
Vlaardingen Oost Scheepsreparatie is een
De R ijksw erf in D en H e ld e r is één va n d e o n d e r­
h o u d s b e d rijv e n va n d e K o n in k lijk e M a rin e (KM). De
circa 1.300 b u rg e rp e rs o n e e ls le d e n va n de ze dienst
z ijn b e la st m e t de re p a ra tie en h e t o n d e rh o u d va n de
M a rin e -s c h e p e n . V oor de a fd e lin g Sterf S cheepsbouw
w o rd t g e zo ch t een
m id d e lg ro o t s ch e e p sre p a ra tie b e d rijf in het
R ijnm o ndg eb ied m et een w e re ld w ijd e kla nten kring .
Een b e d rijf m et een n o -n o n se n se in ste llin g die
b e staan de en nieuw e o p d ra ch tg e ve rs a a n sp re e kt
en nieuw e w e rkte rre in e n ontsluit.
D oor de v o o rtd u re n d g o ed gevulde
o rd e rp o rte fe u ille zoeken wij v e rste rkin g van o n s
team met:
'CHEMISCHE
I0L0GIE (V/M)
v o o r d e fu n ctie v a n M a in te n a n c e E ngineer Scheepsb o u w p ro c e s s e n /V O M
Projektleiders scheepsreparatie
Een o p le id in g H T S -sche ep sbou w , W erktuigbouw ,
o f S ch e e p sw e rktu ig b o u w B /C is noodzakelijk.
Zij krijg en de te c h n is c h e en kom m ercièle
ve ra n tw o o rd in g voo r alle re p ara tie w e rkzaam h ed en
aan b o o rd van zeeschepen.
D aarnaast be ge le id e n zij o o k a n de re pro jekte n, die
in nauw overleg m et de versch ille n d e hoofden van
a fd e lin g e n g e ko ö rd in e e rd m oeten w orden.
Zij o n d e rh o u d e n kon takten m et op d ra ch tg e ve rs,
kla ssifika tie b u re a u s, sch a d e -e xp e rts en
o n d e ra a n n e m e rs o m tren t te ch n isch e en
kom m e rcièle zaken.
TAAK
^
i ' -■*■
Rekeningmaker / Werkomschrijver
H iervoo r is een o p le id in g op H TS-niveau
S ch e e p sb o u w e n /o f W erktuig bo uw gewenst.
Zijn taak zal be staan uit het o p ste lle n /ka lku le re n
van re ke n in g e n b e tre ffe nd e de uitgevoerde
p ro je kte n in de nede rlan dse , engelse en
d u itse taal.
vlaardingen oost
a n k e r en
ke ttlng fa briek
II»
U d r a a g t z o rg v o o r d e technische a d vise rin g ,
w e tg e v in g en g e g e v e n s v o o rz ie n in g t.b.v. de Rijks­
w e rf. D a a rn a a s t v e rz o rg t u o o k de technische a d v is e ­
rin g t.b.v. de D ire ctie M a te rie e l K M , de vlo o t, diensten
en in ste llin g e n va n de KM en a n d e re M a rin e -b e d rijven. H e t in n o v e re n va n technische p ro d u k te n en p ro d u ktie p ro ce sse n b e h o o rt eveneens to t uw ta k e n p a k ­
ket. U a n a ly s e e rt en ra p p o rte e rt o n d e rh o u d t- en
g e b ru ik e rs e rv a rin g , technische fo u te n en pro b le m e n .
D a a rn a a s t le v e rt u een b ijd ra g e in w e rk g ro e p e n ,
com m issies e.d. O o k c o ö rd in e e rt en b e w a a k t u de
u itv o e rin g va n d e re g e lin g " v e r fra a iin g acco m m o d a ­
tie schepen K M m et e ig e n m id d e le n " en g e e ft u le i­
d in g a a n één o f m e e rd e re assistent-stafadviseurs
V O M . N a a r ve rw a c h tin g z a l de ze fu n ctie -in h o u d
w o rd e n u itg e b re id in de rich tin g va n een to e n e ­
m e nde v e ra n tw o o rd e lijk h e id v o o r projecten .
GEVRAAGD
S erieuze k a n d id a te n zijn in het b e zit v a n het
d ip lo m a HTS-Chem ische Te chno lo gie , b ij v o o rk e u r
ric h tin g be scherm in gstech niek. D a a rn a a s t h e e ft u
een o p le id in g g e v o lg d o p h e t g e b ie d v a n b e tc h e rm ing stechn ieke n m.b.t. de technische, b e d rijfs k u n ­
d ig e en o rg a n isa to risch e aspecten. O o k h e e ft u de
n o d ig e e rv a rin g o p h e t g e b ie d va n o p p e rv la k te b e ­
h a n d e lin g e n in een m a ritie m m ilie u. Eveneens w o r­
de n h o g e eisen ge steld a a n uw con tactue le e ig e n ­
scha ppen .
Vlaardingen Oost Anker- en Kettingfabriek, een
g e ïn te g re e rd o n d e rd e e l van V la arding en O ost
S ch e e p sre p a ra tie , is aktief op het te rre in van de
h a nd el in sch e e p sa n ke rke ttin g e n , an kers en
toebeh ore n.
Bovendien be h o re n het verva ard ige n van alle
typen h ijsh u lp stu kke n , testen van ankers,
kettingen, slu itin g e n en spe ciale ob jekte n to t het
le verin gspro gra m m a.
Voor deze fa b rie k be staat de vaka ture van:
G E B O D EN
Een b o e ie n d e en ze lfs ta n d ig e fu n ctie in een
v e e lz ijd ig e en com plexe o rg a n isa tie . U w b ru to ja a r­
salaris b e d ra a g t m a x im a a l circa f 6 8 .0 0 0 ,-, in d . 8%
v a k a n tie to e s la g . H e t a a n ta l v a k a n tie d a g e n is gesteld
o p m in im a a l 23 p e r ja a r, plus 12 A D V -d a g e n . D a a r­
na a st w o rd e n u uitste ke n d e s tu d ie fa cilite ite n g e b o ­
Technisch kommercieel medewerker
Wij de nke n aan iem and met een o p le id in g op HTSniveau C hem ische T echnologie o f W erktuig bo uw in
de le e ftijd ka te g o rie van 3 0 -4 0 jaar.
Z ijn ta a k zal bestaan uit de in - en ve rko o p van
a n ke rke ttin g e n en toebehoren.
Tevens zullen zijn te c h n is c h e vaa rdig he de n hem in
staat m oeten stellen sp e cia le w ensen van
o p d ra ch tg e ve rs tu rn k e y te behandelen,
te ka lku le re n en te begeleiden.
Inten sief ko n ta kt m et diverse ke u rin g sin sta n tie s als
kla ssifika tie b u re a u s, ha ven arbe id sinsp ektie en
sch e e p va a rtin sp e ktie zal eveneens deel uit m aken
van zijn taak.
den.
REACTIES
M e e r in fo rm a tie o v e r d e fu n ctie kun t u in w in n e n
b ij de h e e r H.J. C ruijff, (02230) 56336. De heer
J.j. A lse rd a , (02230) 57244, k a n u in fo rm e re n o v e r de
s o llic ita tie p ro c e d u re . B ij g e lijk e g e schiktheid g e n ie ­
te n le d e n v a n etnische m in d e rh e d e n en g e h a n d ic a p ­
te n de v o o rk e u r.
U w s ch rifte iijke s o llic ita tie ku n t u binn en 14
d a g e n na v e rsch ijn in g va n de ze a d v e rte n tie richten
a a n de A lg e m e e n D ire cte u r R ijksw erf, t.a.v d e staf­
a fd e lin g Personeelszaken, po stbus 2 5 ,1 7 8 0 A A Den
Een fu n ktie m et pe rsp e ktie ve n voo r de totale
ve ra n tw o o rd e lijkh e id van de a n k e r/ke ttin g a ktivite it;
H elder.
S o llicita tie s te ric h te n aan:
O
Vlaardingen Oost Scheepsreparatie bv
A fd e lin g P ersoneelszaken, Mevr. M .C. Vreeker
P ostbus 47
3130 AA V la a rd in g e n
\W
O
b u rg e rp e rs o n e e ldefensie
WIJ
HEBBEN
DE
IDEEËN
«v
N iem and kan er m eer om heen: c o m m u n ic a tie is dé eis van het huidige
in fo rm a tie tijd p e rk. En daarin spelen aud io visue le technieken een
uiterst belan grijke rol.
T o c h w o rd t zelfs het m eest g eavanceerde A V -m e d iu m o ve rb o d ig als de
to e s c h o u w e r g e co n fro n te e rd w o rd t m e t b lo ed elo ze rech tto e -re ch ta a n
p ro g ra m m a ’s, w aaraan visueel en a u d itie f niets te beleven valt.
W e sth ollan d V ideo / G roe p (WHVG) is een Bureau vo o r A udiovisuele
P rodukties.
A ls ze lfsta n d ig e fuif service p ro d u k tie m a a ts c h a p p ij hebben w e b e w u s t
en m et su c c e s g eïnvesteerd in kw aliteit. H et b est k o m t d a t to t u itd ru k ­
king in onze e in d p ro d u kte n : 1 -inch v id e o -, film -, en b an d d ia p ro d u ktie s,
gebaseerd o p sterke ideeën.
W
IS M
M
ê M
M
S N B
VIDEO/GROEP
Adres : van Beethovenlaan 69B
2253 BE Voorschoten
Tel.
: 0 1 7 1 7 -8 1 1 8
Fax
: 0 1 7 1 7 -8 0 9 0
Lid Nederlandse Beroepsvereniging
van Film- en Televisiemakers
KLANTEN O.A.: ANWB. CARAN D'ACHE, CENTRAAL BEHEER, DHL INTERNATIONAL BV, ESVEHA, FESTO, GELDERSUTRECHTSE SPAARBANK, HVR. ALLIANCE. KLOOS RAILWAY ENGINEERING, MINISTERIE VAN ONDERWIJS EN
WETENSCHAPPEN, MOULINEX, NISSAN EUROPE NV, ORDINA COURSEWARE BV, PRODUKTSCHAP VOOR VIS EN
VISPRODUKTEN, SERVEX BV, SHELL. UNIE VAN WATERSCHAPPEN. VOS & PARTNERS, ZEEMAN
WHVG
Omdat eenAVstaat ofvalt met het idee,
C a n y o u im agine
a sh ip ya rd n o i being D utch...
Strategically situated in the centre of the Rotterdam port
area, at the gateway to Europe, Wilton-Fijenoord offers services, both
at the yard and in-port, in the field of repairs and maintenance to all
kinds of merchant vessels. The open connection with the North Sea
makes the yard accessible to all large ships and offshore constructions.
Dry-dock facilities are available of up to 160.000 dwt. We offer a
modern, well-equipped yard, a flexible organisation and highly skilled
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corners in this regard. For more information, just give us a call.
Wilton
- Fijenoord
ship-repair, maintenance and dry-dock facilities
PO Box 22, 3100 AA Schiedam, Holland, Telex: 21451 -24436, Telefax: +3110 - 4732577, Phone: + 311 0-4 26 920 0