NEWS
13
2010 / 2
three more damen tugs
for Port of fujairah page 4
damen shipyards galati
fit for the future
8
damen services
life cycle support
21
damen product development LCVP for navy
27
page
4
Customer & DAMEN
Fujairah Port Authority
The Port of Fujairah continues to expand its tug fleet as three more Damen ASD tugs
head to this rapidly expanding port. The port authority will then have a 16-strong fleet
and all of its tugs are Damen vessels.
page
8
Damen yard
Damen shipyards galati gets fit for the future
Damen Shipyards Galati (DSGa) is just completing a restructuring process that has been
designed to see that it is streamlined and more efficient for the future. To ensure that it
will emerge stronger after the recession the Romania-based yard is investing both in the
facilities and in improving productivity levels.
page
11
Damen & Environment
sustainability high on the damen agenda
“Sustainability is very important in the maritime industry and at Damen a lot of our R&D
efforts are looking into this issue, both in terms of manufacturing processes at the
shipyard and in terms of our products.
page
14
Damen marine components
innovative products open up new markets
Continuous innovation is proving key for Damen Marine Components.
Even in these challenging economic times, this Damen company has managed to
expand its international presence and stabilise turnover.
page
18
Damen Technical Cooperation (DTC)
DTC and Wilson, Sons see cooperation intensify
A 17-year cooperation between Damen and Wilson, Sons is set to further intensify as the
next generation of offshore vessels and tugboats starts to emerge and the shipbuilding
boom continues. It is estimated that around 400 vessels will be built for the Brazilian
offshore market in the next few years.
page
21
damen services
complete life cycle support
Mr Heino Westdijk, Director Damen Services, is proud to announce the recent awards
of new service agreements from clients in the UK, Nigeria and Germany.
page
24
africa for africa
damen quality wherever customers are
in the world
‘Africa for Africa’ is a unique Damen initiative where vessels are built in Africa for
customers in Africa and always to Damen quality standards. Damen is investing millions
in capital investment and in people to further develop Damen Shipyards Cape Town.
page
27
Product Development
Visser design for new faster, lighter LCVP
Visser Shipyard build 12 Landing Craft Vehicles Personnel (LCVP) for the Royal
Netherlands Navy. As the project nears completion in early 2011, Damen News asks Visser
and the Defence Material Organisation (DMO) to reflect on this challenging project.
page
30
damen customer finance
providing help when financial possibilities
shrink away
As the credit squeeze has taken hold during the last few years it has become harder for
owners to go to traditional banks for their financing needs. Damen offers a wide range
of financial packages through its Customer Finance Department.
2
damen news – no 13 – 2010
NEWS
foreword
three more damen tugs
for Port of fujairah 13
2010 / 2
page 4
damen shipyards galati
fit for the future
8
damen services
life cycle support
24
damen product development LCVP for navy
27
COLOphON
Damen News is a publication of the Damen Shipyards Group
intended for broad distribution. The purpose of the newsletter is
to provide interested parties with optimum information about the
worldwide activities of our company.
Damen News is distributed by controlled circulation to clients
and business partners of the Damen Shipyards Group.
Editor and Coordination:
PR department Damen
Texts:
Heldere Taal, Public Relations department Damen, Helen Hill
Photography:
Flying Focus, Van der Kloet a.o.
Design:
KETEN
Lithography and printing:
Grafisch Bedrijf Tuijtel
© No part of this newsletter may be reproduced in any form, by print, photo print, microfilm or
any other means, without written permission from the Damen Shipyards Group.
For remarks / copy:
Public Relations department, phone +31 (0)183 63 92 20, pr@damen.nl
D A M E N shipyards group
P.O. Box 1
4200 AA Gorinchem
The Netherlands
phone +31 (0)183 63 99 22
fax +31 (0)183 63 21 89
info.group@damen.nl
www.damen.nl
The financial crisis, which started in 2007, was
triggered by a liquidity shortfall in the United States
banking system caused by the overvaluation of assets.
As readers know it has resulted in the collapse of
large financial institutions, bank bailouts by national
governments and downturns in stock markets around
the world. Considered by many economists to be the
worst financial crisis since the Great Depression of
the 1930s, the recent slump has contributed to the
failure of key businesses, declines in consumer wealth
estimated at trillions of U.S. dollars, a significant
decline in economic activity and governments have
incurred substantial financial commitments.
The United States and Europe are suffering the most
and significant risks remain for the world economy for
at least this year and next. At the same time, we can
observe GDP growth rates for quite a number of
countries in Latin America, Africa, Central Europe and
Asia. And although the global shipbuilding and
shipping industry have been hit very hard by the
financial crisis, there are still opportunities to be
successful in this competitive environment.
One of the important features of the Damen Shipyards
Group is our global presence. We are always close to
our customers wherever they are in the world.
In this edition of Damen News almost all continents are
featured and we take pleasure in highlighting our
global activities in Fujairah, Romania, Brazil, the UK
and Nigeria in this issue. You will also find information
about the broad-ranging services portfolio of our
Customer Finance Department. We are also addressing
the increasingly important issue of sustainability and
this will help us to focus on managing the Damen
Shipyards Group in a responsible way.
Despite the financial crisis and the challenges we are
facing, we are confident that the ‘Damen approach’ will
enable us to be successful in supporting our customers
around the world in every possible way we can.
We hope you enjoy reading this issue of Damen News
and whenever we can be of assistance, please let us
know.
Bernard Tijs Chief Financial Officer
damen news – no 13 – 2010
3
fujairah
All-Damen tug fleet
Captain Masoud stresses that although the port has an all-Damen
tug fleet, Damen has always won the contracts through a tender
procedure.
“These contracts have never gone directly to Damen. In the last
tender we had a shortlist of around six yards, two from Spain, one
from the Netherlands, one from Germany and two from Turkey.
And we always specify everything, incuding the main engine, the
electronics and the auxiliaries.”
Trust, competitive prices and an excellent after-sales service are
the reasons the Port of Fujairah continues to choose Damen, says
Captain Masoud. “The after-sales service is well organised, with
great staff. When we have ever asked for spare parts, technical
assistance, drawings, they have been provided immediately.”
Captain Masoud has a high regard for Mr Kommer Damen, the
Chairman of Damen Shipyards Group. “Even though Mr Damen
heads up a very big company, he still has time to visit the port
regularly and Mr Damen really wants to listen to the customer.
I have a great deal of respect for him, it is not every man running
a large company that would do that. He doesn’t forget the
customer.”
There are many examples of Damen being a quality organisation,
▼
Port of Fujairah started with two 1800 HP tugs in 1982 and now
they are typically 5700 HP, ranging from 15 tonnes Bollard Pull to
66 tonnes Bollard Pull. Port of Fujairah Harbour Master, Captain
Tamer Masoud, says: “It is vital to stay ahead of the marine
market to serve our customers needs so we aim to build ahead
of demand. To offer a good service we must have a policy of no
delays. And because Fujairah is not based on one site, the tugs
are needed to offer fast services between the oil terminals inside
and outside Port of Fujairah, SPM’s terminals and the ship-to-ship
transfer at Fujairah’s anchorage area.”
The various pilotage locations was one of the reasons the port made
its latest Damen order for seven Damen tugs (three ASD Tugs 2411
and four Stan Tugs) in August, 2008. Four have been handed over
and three of these are under final construction in Vietnam. These
are expected to arrive in September after performing sea trials
in Vietnam.
The sister tugs have 66 tonnes BP, 5700 HP and FiFi Class 1 to
serve VLCC tankers calling at the new ADCOP SPMs. When the
trio arrives, Fujairah will then have a 16 vessel fleet, excluding
two Damen workboats, five mooring boats and five pollution
control boats.
4
damen news – no 13 – 2010
port authority
Port of fujairah
continues to expand
and Damen vessels
are likely to play
a role in this future
The Port of Fujairah continues to expand its tug fleet as three more
Damen ASD tugs head to this rapidly expanding port. When the
latest vessels arrive, the port authority will then have a 16-strong
fleet and all of its tugs are Damen vessels. An interview with Captain
Tamer Masoud, the Harbour Master of Port of Fujairah.
▲▲ Port of Fujairah
▲Damen Stan Tug1606
damen news – no 13 – 2010
5
fujairah port authority
he says. On one occasion, one vessel was in the middle of an
eight-day drydocking and the port authority found that a certain
spare part was needed and not available locally and it was on a
Saturday afternoon. “I had a hotline to Spare Parts and Support
Damen managers but I wasn’t hopeful being as it was a Saturday
and everything was closed. Within a short time I received a phone
call saying that the part had been found in Belgium and was being
sent to the airport. It arrived in 24 hours. That is the meaning of
after-sales service! Damen never runs away from its customers.”
Port of Fujairah’s relationship with Damen has grown along with the
port. Built in 1984, the port started with a small quay of just 380 m
and a draught of 10 m. Now the port authority controls a vast
port area, with a total quay length of 5.2 km and it is recognised as
one of the top oil and bulk ports worldwide. This is particularly
the case when it comes to bunkering, with Fujairah in the Number
Two spot.
In 2009, the Fujairah Anchorage Area received 11,290 vessels,
70% of which were tankers. And then an amazing 69% of these
received bunkering services from the port’s 45 bunker barges.
Captain Masoud has also seen the port grow extensively while
he has been at the helm. When he joined the port it only had a
quay length of 800 m.
He says Fujairah is pretty much unrecognisable from the early
days. “We now handle containers, bulk, oil products, crude oil,
car carriers. In 2009, the port handled 16 m tonnes of aggregate
(the port had two ship loaders with a capacity of 2,000 and 4,000
tonnes an hour) and some 37 cu m of oil.”
The success of the port is due to its strategic location, going out
of the Arabian Gulf towards the Straits of Hormuz, the availability
of all the required marine services, low operation and handling
charges and the port’s increasing oil terminal capacity, he adds.
“And if there is any conflict in the Gulf any shipowner knows that
26 degrees latitude further means that their insurance premium
▼
Damen ASD tug 2411, during tials in Vietnam
▼ Captain Tamer Masoud
Port of Fujairah Harbour Master, Captain Tamer Masoud
In 1988 Captain Masoud joined Port of Fujairah as a pilot and then in 1992
Captain Masoud became Harbour Master. His other ‘hats’ include being
a member of DNV’s technical committee and he was a founding member
of the International Harbour Masters’ Association and also a member of
the Commercial Arbitration Centre of Abu Dhabi and of Bahrain. Other
roles include being a member of the Arab Institute of Navigation, the
Society of Naval Architects and the Egyptian Quality Association.
Captain Masoud was recently proclaimed Man of the Year of Arab Maritime
Excellence in recognition of his services to technical development in the
maritime world.
6
damen news – no 13 – 2010
could be increased 300%! So they prefer to stay at the one-stopshop service in our port and anchorage area.”
The future of Port of Fujairah
Port of Fujairah is recognised worldwide as one of the top oil
handling facilities. Currently, it boasts two oil terminals. Terminal 1
has a quay of 840 m, a draught of 15 m and 20 marine loading arms.
The first phase of Terminal 2 includes a 1,400 m quay length, a
draught of 18 m and 32 marine loading arms. Tankers of 180,000
dwt can be handled or partly loaded VLCCs of up to 300 m.
Under a planned second phase, Terminal 2 could be extended
by a further 800 m. ADCOP SPMs are able to load three VLCCs
at one time to export Abu Dhabi crude oil. “Fujairah’s strategic
location and facilities, as well as its ability to offer a one-stop-shop
service has seen it expand and this growth is set to continue.”
Currently, the port has 122 onshore tanks, representing 3.1 cu m
but there are plans that could see this expand to 264 tanks,
representing 8.2 m cu m by end-2012. VOPAK Horizon Fujairah
has 48 tanks representing a further 1.5 cu m. And another 20 tanks
are under construction which will lead to a capacity expansion of
606 cu m. Fujairah Refinery Company wil have 43 tanks with a
capacity of 1.1 m cu m. This expansion will be completed by early
2012.
“Our policy of always staying ahead of our customer’s needs,
means that we do have plans to operate 12 SBMs eventually and
clearly, if we go-ahead, we will need more tugs to allow us to serve
our customers at different locations. We must have enough tugs
to operate a speedy service. We need a specific power at a
specific time, if we cannot do that it is useless therefore powerful
tugs are required to serve customers’ vessels.”
“Oil means energy and demand will not stop so I am very positive
about the future. And if Damen continues to operate such a service,
Damen vessels are likely to play a role in this future.”
■
damen news – no 13 – 2010
7
damen ship
fit for the future
Damen Shipyards Galati (DSGa), which is the largest yard in the Damen group, is just completing a
restructuring process that has been designed to see that it is streamlined and more efficient for the future
as the industry faces the largest crisis it has had in many years. To ensure that it will emerge stronger after
the recession the Romania-based yard is investing both in the facilities and in improving productivity levels.
Mr Flemming Sørensen, Managing Director, joined DSGa in
January. Mr Sørensen has a background in shipbuilding and
engineering, having previously worked for Maersk Shipyards in
both Estonia and Lithuania for the last 15 years. For Mr Sørensen
investing in infrastructure and people are equally important.
‘Back to basics’
DSGa pretty much had to go ‘back to basics’. “The yard’s
management and the works council took a good look at
productivity, getting more control of subcontractors and bringing
everything into balance with our costs.” Crucially, it was important
to “try to close projects in the proper way”. “After delivery we draw
lessons from each project and make sure that the customer leaves
our yard with a good impression. They know we are professional
8
damen news – no 13 – 2010
and that they can have peace of mind knowing their vessel is in
good hands.”
The yard went on to make big investments in training programmes,
both for blue and white-collar workers. Several exchange-oftechnology programmes have taken place with colleagues in the
Netherlands and project management courses were introduced.
“We depend very heavily on very good project managers, they
have years of expertise,” he emphasises.
Flexibility
Overall, employees are being trained to make them more multi­
functional, while maintaining their core skills, says Mr Sørensen.
Training courses are very practical – ‘learning by doing’, he stresses.
“We aim to give each individual more scope and expertise.
Traditionally at shipyards people want to specialise, which is of
course good but also this comes at a price. Sometimes you can
lose your flexibility.”
It can be healthy for many to try something else, he adds and we
have found that everyone is more motivated because they are
▼
E 15 m investment
In terms of infrastructure investments, DSGa just opened a new
panel line and workshop for assembly work. And last year it opened
a huge new hall for vessels up to 115 m. This is one of the largest
halls in the group. “It is a big selling point that we can do all the
outfitting under one roof,” he says. Already, Damen has invested
E 15 m in infrastructure and equipment for Galati.
But deemed equally important are investments in people, so
several training courses are underway. “It is crucial to maintain our
core capacity, we are doing everything we can to retain the skills
of our employees.”
Mr Sørensen knows that tackling this depressed market is not easy.
“My biggest challenge is building up the business in the worst
low we have seen in decades and providing work for our 1,500
employees.” But when the process is complete, the shipyard will
be leaner and better prepared for future challenges, he stresses.
DSGa did not necessarily follow the general trend in that it had
several good years between 2003-2007 but 2008 was already a
difficult year. However, this was not because the shipyard had no
work. Just the opposite in fact, it was simply overloaded.
Mr Sørensen says unfortunately many employees left Romania in
the boom to work in other parts of Europe or the US and at the
same time, the shipyard was overloaded with orders. “Continuity
fell away and this led to delays and some quality problems.”
Generally, in the peak of the market, shipyards did not have time
to analyse their projects, it was a case of capacity and getting as
many vessels delivered as possible, he says. But in Romania, it was
clear things had to change internally, he stresses, so a restructuring
plan was initiated to make working methods more efficient. Then
the crisis hit and this led to a sharp decline in activity. “The
restructuring then became even more urgent. We had to make
the yard more efficient.”
pyards galati
▲ Launching of ‘SD Victoria’ (Worldwide Support
Ship 8316), built for Serco
Mr Flemming Sørensen, Managing Director DSGa
Rendering of the Joint Support Ship (JSS)
▼ ▲
Joint support ship foR royal netherlands navy
DSGa was awarded a big order for a Joint
Support Ship for the Royal Netherlands
Navy. The Zuiderkruis-class support ship is
a multifunctional vessel designed for
amphibious operations. The vessel, due
to enter service in 2014, has a large ro-ro
deck and it has two landing spots for large
helicopters such as Chinooks.
The JSS will be used for many support
functions such as fuel and food supply, it
can accommodate several hundred people
and operate as a hospital with some 20
treatment rooms. Work is due to start in
March 2011 and set to be completed in
2013.
DSGa has also worked on two Landing
Platform Dock vessels for the Dutch Navy
as well, which were delivered in 2004/5.
The JSS will have much of its machinery
and equipment installed in Romania, as
well as its accommodation units.
Naval work is part of a new strategic focus
for the Romanian shipyard and it is currently
working on two patrol vessels for the Royal
Netherlands Navy and participating in an
order from the Moroccan Navy.
“Damen has a very good name in the Navy
sector and we are going for contracts where
we compete at the highest level.” A very
large project such as the JSS shows our
capabilities, stresses Mr Sørensen. But that
is not to say DSGa is interested in only navy
work, the shipyard now has extra capacity
and therefore, a very flexible approach so it
also has hopes for various special vessels. ■
damen news – no 13 – 2010
9
taking on a new challenge. For instance, perhaps someone that was
welding pipes can also turn their hand to welding structures. “With
the new skills employees can then do a little bit of everything,
giving much more flexibility.”
administration and production. Harmonisation of standards is
crucial to the success of any production company, he adds. “We
focus on the production side, production-friendly designs, but it
is a long term process.”
Productivity increase
Improved productivity is a fundamental goal of the restructuring.
Mr Sørensen says every part of the process was re-examined. “In
the boom times, it is easy to lose focus. We had to bring this back,
ask how many tonnes of steel we can produce, how much can we
paint, how can we improve outfitting and project management
etc.” This is relatively easy to measure but the software part of the
process is more difficult.
The whole design and engineering process is also being examined.
“Can we make the engineering more efficient? How can the design
process be speeded up while improving quality at the same time?”
If a project starts up and the engineering is not ready this has a
devastating impact on the whole project, he emphasises. This is not
an easy process, admits Mr Sørensen. “It is a real change of culture.
People in production are more used to being monitored but it is
more unusual for white-collar employees. But we have to maintain
our focus for our survival and hope better times come back.”
Versatility key
Mr Sørensen stresses that the yard should not “be too traditional
in its approach and should look at each new horizon”. “We do
not have to just think about newbuilds, we have to think flexibly.
We could work on conversions, infrastructure projects or even
scrapping. In this very difficult market we are focused on keeping
Galati versatile.”
Harmonisation of standards
Damen Shipyards Group has essentially been built up from many
companies over the years, he adds. “And many of the companies
have different ways of doing something, their drawings may be
different for example. No one way is necessarily better, just
different.” However, this can mean that a lot of time is wasted in
10
damen news – no 13 – 2010
‘One for all and all for One’
It is a case of ‘One for all and all for One!’ he stresses. “We are
here to produce for the Damen Shipyards Group and the group
sells our capacity, so we depend on each other.”
Essentially DSGa’s competition comes from Asia for the most
part, he adds. “We aim to build to high European standards and
at a good price and then squeeze in between the European and
Asian market.”
And even though times are tough, DSGa is in good spirit, he says.
“By focusing on the basics; improving productivity, better
engineering, sharper sales, keeping the quality and not least:
making customers happy, we are prepared for the future. We are
making sure this is all properly addressed. “The market will
recover. I don’t know when but we have become a stronger
organisation and are well prepared when demand is back,” he
stresses.
■
damen & environment
sustainability
high on the damen agenda
Sustainability is high on the agenda from the initial vessel design right through the
entire shipbuilding process. Mr Peter van Terwisga, Research Coordinator Damen
Shipyards Group, comments: “Sustainability is very important in the maritime
industry and at Damen a lot of our Research & Development efforts are looking into
this issue, both in terms of manufacturing processes at the shipyard and in terms
of our products.”
E3 has been underway for many years and several alternative
design concepts have been developed for a new hybrid tug.
Currently, the project group is making detailed cost calculations,
along with a thorough examination of the emissions performance.
The results will be made public in a few months.
“Environmental performance is often presented as the ratio of
benefit to cost and it is much more difficult to define the
performance of a workboat when compared to a cargo vessel for
instance. But now we have the Damen ASD 2810 as a benchmark
and this will further the industry’s knowledge about sustainability
issues.”
In a similar project, Damen is looking at inland waterway vessels
together with Pon Power, Alewijnse and the Dutch research
institute Marin. “We are looking at energy usage of the different
systems and optimising them.”
And in yet another project where Damen works together with
three ship operators, Delft University of Technology and Marin,
▼
E3 Tug project
One of the most well known projects in which Damen plays a
leading role is the E3 Tug initiative. E3 stands for Environmentally
friendly, Efficient in Operations and Economically Feasible and
here, Damen is working with Smit International, Alewijnse and
research institutes in a bid to see if such a tug can be developed.
“Smit represents the end-user but importantly, the whole ship­
building chain is involved in the project,” he says.
A Damen ASD Tug 2810 operated by Smit and working in the
Port of Rotterdam is being used as the “benchmark” tug
from which to measure the emissions profile.
Damen is aiming to improve the sustainability of the ship
by optimising the design in relation to its operational use.
“By looking very closely at the operational profile we are
asking how can we reduce the amount of energy needed
and cut down on emissions.” This has included a detailed
investigation into the design of the propulsion system.
▲E3 ASD Tug 2810 – Hybrid propulsion system
damen news – no 13 – 2010
11
▼
Mr Peter van Terwisga, Research Coordinator Damen Shipyards Group
▲
▲
Air Lubrication – PELS and SMOOTH projects
Another interesting development Damen is involved in within the
Netherlands project PELS (a Dutch acronym for Energy Saving by
Air Lubrication) and in the European 6th Framework Programme
project SMOOTH, concerns the air lubrication concept. “To improve
the sustainability of any vessel it is important to try and reduce the
resistance of the ship to use less fuel to reach a certain speed.
And this also cuts back on CO2 and other emissions.”
The concept has now been agreed and patented and the final
design of the air lubrication system is currently being worked on.
Final trials are taking place on the inland waterways in the
Netherlands. “Results so far have been very successful in
achieving real resistance reduction but we will be carrying out
more model tests and looking for a launching customer.”
Of course, there are several air lubrication methods, using either
the bubble method where a layer of air bubbles or an air sheet is
created along the hull, or alternatively, a recess in the bottom of
the ship is filled with air.
The bubble method is still largely in the laboratory phase but the
air chamber approach is being tested by various initiatives.
But the PELS project has found, both in trials and at full-scale, that
it offers a good way of saving fuel and on cutting back emissions,
resulting in a real cost benefit, he stresses. In addition, installing
the system would mean limited extra construction costs, adds
Mr Van Terwisga.
Steef Staal, Managing Director DMC.
▲ Xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx.
▲
cargo vessels are also being examined in terms of sustainability.
But Mr Van Terwisga admits this project is challenging because it
needs a certain change in mindset. “Contracts often specify the
design speed in calm water at full load conditions but of
course, when it actually sails it will be operating in many different
conditions. Our research has to look at how to optimise the
design but this is decoupled from these ideal trial conditions
specified in the contract,” he explains.
“This means that the operator has to take a different perspective.
They have to accept that the speed may be less than specified
but in the longer-term, they will be saving money because the
design is optimised for its actual service profile.” Every aspect is
optimised he stresses, from the bulbous bow, the aft ship and
the hull/propulsor interaction. There is a great deal to be gained
from this process, he stresses.
Xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx.
Alternative fuels
Alternative fuels are another factor in the sustainability debate
and Damen is looking at options here.
“LNG is very promising, CO2 is cut by 20% and Nox output will be
reduced by 85%. And of course, there is are no Sox or particulate
matter emissions. Use of LNG is a very effective way of improving
air quality and in many ports this is becoming an increasingly
important issue,” he says.
Damen, along with Pon Power, Alewijnse and Marin, is looking at
LNG possibilities in both the inland sector and for ferries.
However, he admits the biggest issue is still the availability of LNG
bunkering fuel which is not really established yet, together with
the regulatory framework which should make bunkering of LNG
operational performance scatter
1
1
0,9
0,8
0,7
0,95
0,6
0,5
0,4
0,90
normalised Rt T=6m
0,3
0,2
0,1
0
0,85
0,90
0,95
normalised Rt T=4,3m
1
▲Installing Air Lubriation
12
damen news – no 13 – 2010
damen & environment
Origins of the AXE BOW
SEA AXE development began in 1995 with
TU Delft studies of the effect of hull lengthening
on efficiency, operability, and operating costs.
Tank tests of bows with fine sections and a deep
forefoot resulted in the AXE BOW, which reduces
vertical acceleration and slamming in heavy
weather, causes of seasickness and crews having
to slow down. The AXE BOW is also more efficient
in smooth water, has better seakeeping in large
waves, and resists broaching. The SEA AXE has a
true AXE BOW, and should not be confused with
yachts that merely have fine bows.
■
Damen’s Sea Axe concept
The Sea Axe concept is also proving itself when it comes to
sustainability because it dramatically reduces resistance in waves.
This unique innovation was developed for high-speed vessels
initially to improve operability and for the comfort and safety of
the crew. “Fuel usage is cut by 20% because of the optimisation of
the hull form in real operating conditions. Although it was initially
optimised for seakeeping conditions, it not only has superior
motion behaviour but also much lower resistance, consequently
improved fuel consumption and lower emissions.”
Composite materials
Damen has been using composite materials for hulls and wheel­
houses for many years but increasingly, it is seeing if they can be
used in other applications. “For instance in our new Water Taxi in
Dubai and for the fast Interceptor range, carbon composite
material was used to reduce water displacement.”
In cooperation with Delft University, (the Maritime Technology,
Marine Engineering and Aerospace Technology faculties), Light
Weight Structures, DSM and Teijin, Damen is working on new
structural design concepts, both when it comes to products and
materials. “We are looking at combinations of the choice of
material, the structural design and the production process.
“Damen is really paying a lot of attention to this issue and
spending a great deal of effort in improving the sustainability of
our products. Any improvement in sustainability saves money by
cutting back on fuel usage and maintenance costs. And we are
showing that these developments, that will greatly improve the
environment, are now technically feasible.”
■
calm water resistance
added resistance in water
possible at relevant locations. But as emission regulations get
more stringent it could be that there is more demand for LNG, he
adds. “The potential benefit to air quality is immense but the
safety regulations are still lagging behind the technological
developments. But if we can show that this is technically feasible
and how these developments can be integrated into ship design
that is a huge step forward.”
100
10
80
8
60
6
40
4
20
2
5
10
n Sea Axe Concept
n Conventional hull
15
20
25
30
35
40
speed
added resistance
12
resistance
120
0,5
1,0
1,5
2,0
waveheight
n Sea Axe Concept
n Conventional hull
damen news – no 13 – 2010
13
damen
innovative
new products
open up new markets
for dmc
Continuous innovation is proving key for Damen Marine Components (DMC).
Even in these challenging economic times, the Damen company has
managed to expand its international presence and stabilise turnover.
Recent products of the company’s innovation programme include the
Optima 0.4 D nozzle, especially suitable for the shortsea sector and the
Optima 0.6 D, which has been developed for push boats.
Based in Hardinxveld-Giessendam, DMC typically produces
around 700 nozzles a year and it already has a renowned name in
the inland waterways market. Managing director Mr Steef Staal
comments: “Even before the crisis we could see it was an ending
story, Optima nozzles are already very well known in the inland
sector so we had really reached saturation point. When the
recession came along it was also doubtful that there would be
many newbuilds constructed. Consequently we are working very
hard to find new clients and new markets.”
New shortsea and push boat nozzles
Working together with the well-respected Dutch maritime research
institute, Marin, the new 0.4 D nozzle was relentlessly tested.
The evidence was clear: the new shortsea nozzle offered less
resistance, better thrust, better performance and all at higher
speeds. Currently, four 8,000 dwt vessels which will use the high
speed, shortsea nozzle are being built in China.
Alongside the new 0.4 D nozzle, DMC also developed the 0.6 D,
a longer version of the 0.4 D aimed at the push boat industry. This
nozzle has much more thrust at lower speeds.
14
damen news – no 13 – 2010
The 0.6 D nozzle is already deployed on the Veerhaven XI, a
push barge operated by Thyssen Krupp Veerhaven, a company
specialising in the dry bulk sector and operating on the River
Rhine. Mr Staal says: “The 0.6 D has proved very successful. The
vessel can now push six barges up river with two engines rather
than three.” He points out that both of the new nozzles are also
suited for rebuilds.
Coolwater nozzle
Another recently developed nozzle is the coolwater nozzle. “We
have developed the possibility to use the nozzle as a cooling unit.
The run through of the water is very efficient,” stresses Mr Staal.
A number of Damen workboats are already using the new
coolwater nozzle.
▲
marine components
▲ Optima nozzle ø 6050 mm ‘Vox Maxima’ Hopper Dredger
▲New production ficility in Suzhou, China
▲
Mr Steef Staal, Managing Director DMC
Optispec
Another nozzle developed by Damen is the Optispec. Essentially
the Optispec is a free hanging, steering nozzle that can rotate
around the fixed propeller with attached rudder blade. Optispec
is very compact and it is fully compatible with conventional rudders
and vessels such as self-propelled cutter suction dredgers.
Mr Staal is very pleased that the new nozzles have opened new
markets. The Far East particularly is a growing market. “Damen
Marine Components supplies most of the leading European
companies, the major rudder and propeller builders and slowly
many of these companies are moving their production to the Far
East.”
Brazil too, is growing. DMC has teamed up with Damen Technical
Cooperation and a leading producer in Brazil so vessels and
nozzles can be produced in Brazil but to Damen designs.
One of the strengths of DMC is its production capacity. The
company has two major production sites, one in Poland (Gdansk)
and one in Suzhou, China. In its China facility Damen Marine
Components can produce nozzles of up to 4.5 m inside diameter
and in Poland the possibilities are endless.
Suzhou was recently expanded when a second hall opened in the
summer last year. China totals some 7,000 sq m and the Poland
production facility is twice the size and has the advantage that
units can be delivered over the water.
As well as expanding capacity, DMC strives to innovate. Using its
in-house expertise DMC is developing a new machine that makes
it much easier to make nozzles. “We will soon be able to produce
very specialised profiles that we could never have done before.”
Under construction, the new machine can handle 1 m D to
4.3 m D nozzles, with an unlimited plate thickness. Mr Staal
comments: “We believe that the new machine can result in time
savings of at least 20% to 25%. It is a huge investment, represents
a much smoother production operation and it is a greener process
because less welding and grinding are involved.
“And the run-through time is much shorter so it will allow us to
expand our delivery.” DMC is also developing a new robotics
production method.
Another innovation is the development of a composite nozzle.
“Clearly nozzles produce a lot of electrolysing because they are
made from steel. If they can be made from Epoxy then there is
not this problem.”
Innovation, whether evident in products or production processes,
is at the heart of the company and fundamental to its future growth,
emphasises Mr Staal.
■
damen news – no 13 – 2010
15
Successful launch
of the first Multi-Mission Frigate
for the Moroccan Navy
latest
news
On 12 July 2010, the signal sounded at Damen Schelde Naval
Shipbuilding (DSNS) to start the operation to launch the first Multi Mission
Frigate to be built for the Moroccan Navy. The 105 m long ship has been
built in Vlissingen-East on ground-level and according to plan, it is now
ready to undergo further outfitting in the shipyard in Vlissingen City.
Working in close cooperation with Mammoet, the 2,000 dwt vessel first
departed from the hall towards the water and then it was placed on a
pontoon. After that the vessel was transported to deeper water and the
pontoon was sunk down until the frigate could float by itself. This ‘direct
water launch’ is especially unique in the total operation. With the help of
tug boats the ship was then towed to Vlissingen City where it will undergo
further construction during the coming year.
In the last two years DSNS has made several diverse investments to build
up the yard in Vlissingen-East in order to make this unique construction.
The area has undergone a complete metamorphosis. For example, the
existing production hall has been extended by 120 m and a Ro-Ro facility
was built so ships can be transported from the hall on the pontoon and
can then be ‘driven’ into the water.
The second and third frigates for the Moroccan Navy, both 98 m long, will
be launched into the water in exactly the same way next year.
■
▲ Mr Maarten Hulshoff
▲ Launch of the first Multi Mission frigate Photo: Jorrit Lousberg
16
damen news – march 2010
meet damen at
new damen Executive Board member
Maarten Hulshoff, the successor of the Executive Board Member Cor van
Zadelhoff, does not like bureaucracy, political shenanigans and inaction.
He loves direct, head-on action and entrepreneurship. He wants to have
an impact, also at Damen.
At the beginning of August he officially became Executive Board Member
but Mr Hulshoff (1947) has been making himself familiar with the world
of Damen for quite some time already. Shipbuilding is new to him, so he
wants to take as much as possible in during this time. He has visited several
diverse shipyards, deepening his knowledge of the Damen portfolio and
he has spent time getting to know the Board of directors and the other
members of the Executive Board. “I have great respect for what has been
achieved”, he stresses. “It is incredibly impressive that one generation
built such a firm and has such a clear vision. I consider it a great honour
to be part of Damen.”
In the coming time, Mr Hulshoff wants to visit more yards to get a feeling
for the production process and for the people that work for Damen. He was
pleasantly surprised by the wide diversity of Damen’s products. “I have
received the catalogue with all sorts of boats and ships. Unbelievable, it
does not stop. It is not bulk, its products with added value. That is the
strength of Damen I think.” Incidentally, his predecessor Mr Zadelhoff will
still be involved with Damen in an advisory role.
■
SMM 2010
7 – 10 September 2010
Hamburg, Germany
Offshore Europe
15 September 2010
Aberdeen, UK
Monaco Boatshow
22 – 25 September 2010
Monaco
Interferry
3 – 5 October 2010
New York, USA
Defendory
5- 9 October 2010
Athene, Greece
Offshore Energy
7 October 2010
Den Helder, Netherlands
Fort Lauderdale Boatshow
29 October – 2 November 2010
Fort Lauderdale, USA
Indo Defence
3 - 6 November 2010
Jakarta, Indonesia
METS
16 - 18 November 2010
Amsterdam, Netherlands
New Orleans Workboatshow
1 - 3 December 2010
New Orleans, USA
Inmex
8 - 10 December 2010
China
▲ The monohull dredger ‘Amoris’
Launch of ‘Amoris’
On the 9th of June last the hull of the Damen dredger was christened and
launched. The monuhull dredger, which is to work on the ‘Amoris’ contaminated
sludge project in the Antwerp Harbour, has been built on the Damen yard in Kozle,
Poland. The hull has been fitted out with the Damen dredge pumps and their
electric drives plus the dredge piping. Currently further outfitting is taking place in
Poland, and it will continue in the Netherlands in a few weeks time. The dredger
is scheduled to be delivered to Sereant (being the combined forces of DEME and
Jan de Nul) in October of this year.
■
damen news – no 13 – 2010
17
dTC and
cooperation intensifies on back of
A 17-year cooperation between Wilson, Sons and Damen, one of Brazil’s largest
shipping and offshore companies, is set to further intensify as the next generation
of offshore vessels and tugboats starts to emerge and the shipbuilding boom
continues.
Damen Technical Cooperation (DTC) and the Brazilian company
have worked closely for many years, with Wilson, Sons buying the
material package and design from DTC and building its tugboats
and Platform Supply Vessels (PSV) entirely based on Damen
designs.
Damen’s well-known ASD 2411 and ASD 3211 are built in Brazil,
together with the PSV 3000 and PSV 4500 supply vessels.
Huge demand for offshore vessels
Until now, tugboats have typically had a Bollard Pull of 40-55
tonnes or 70 tonnes and the PSV suppliers, 120 and 130 tonnes
BP. But as the shipbuilding boom in Brazil continues apace there
is more demand for larger, stronger vessels, says Mr Adalberto
Souza, Wilson, Sons Director. “In the offshore sector it is now all
about being further from the coast, more powerful vessels are
needed. We hope to work with Damen on the development of
designs for these larger vessels.”
18
damen news – march 2010
For Wilson, Sons, the biggest advantage of working with DTC is
it enables the company to develop its shipbuilding knowledge.
“We have boosted our technological knowledge and improved
our shipyard over the years,” adds Mr Souza.
Trust is key
Mr Bram Verwijs, Senior Project Manager at Damen Shipyards
Gorinchem, comments: “Damen has always been totally open
about how it builds. Damen standardisation is fundamental. As
much as possible has been standardised, whether it is mechanical,
electrical, ventilation etc. And at Wilson Sons everything is made
in advance along these standardised concepts as well. For instance,
all the piping is finished beforehand and then built into the
vessel sections. Everything is essentially prefabricated, built in
blocks and fitted at the yard.
“For example Wilson, Sons has built an ASD 2411 Tugboat by
wilson, sons
brazil’s shipbuilding boom
building up the hull including the wheelhouse, without the stern
and the bow attached to the midsection to make it easier to
install all of the equipment in the engine room, including the main
engines and generator sets. After that they fitted the bow and
the stern section and installed the Aquamasters.”
Initially, the relationship was just a straight client-shipyard
relationship but now it is a very friendly cooperation, completely
different, says Mr Verwijs.
“The most important thing is that we both try to find good
solutions for both parties. It is a win-win situation.”
At 173 years old, Wilson, Sons is now the largest builder and
operator of tugboats in the country. Originally, the company was
established by two brothers who distributed British coal
through­out Brazil. But many years later the company diversified
into the ships agency business and then into the towage sector.
Wilson, Sons was in fact, one of the first companies to build diesel
electric vessels in the country.
It wasn’t until 1991 that Wilson took the step to build its own fleet.
But this was originally to Brazilian designs. Mr Souza says to
remain Number One, the company has to continually upgrade
and the Brazilian designs did not lead to the most efficient,
manoeuvrable vessels. Then Damen came along with its designs,
allowing for an immediate improvement.
Since that time the relationship has gone from strength to strength,
says Mr Souza, describing the relationship “as a truthful friendship”.
“We have a very open relationship based on trust. This is very
important.”
Two new shipyards
So far, Wilson, Sons has been building to serve its own fleet but
the company is considering building to sell to third parties as
well. Around 50 ASD tugboats have been built and eight PSVs
over the years. A further 10 tugs are under construction and three
PSVs. “And we are not finished, there is more to come!” quips
Mr Souza. The 10 tugs are due for completion end-2011 and the
yard is full to 2012.
Demand has also led Wilson, Sons to make the decision to expand
capacity by building two new shipyards. This will allow the company
to build around 14 PSVs a year and more than 10 tugs. The new
yards, one of which will be near the existing yard and one that will
be in the south, will be fully operational in five years time.
▼
Opting for Damen designs
Mr Souza is looking forward to the future and to the further
deepening of the Wilson-Damen cooperation. Already, the
relationship has led to several innovations, he points out. In 2001,
DTC did not yet have a design for a PSV so the first came from
Rolls Royce. But when the oil giant Petrobras put out a tender for
future PSVs, Damen created its own, diesel electric design.
Subsequently, this design using diesel electric propulsion became
the favoured design of Petrobras and the energy giant led the
trend to switch to diesel electric systems. In 2006, eight PSVs were
ordered to this design and this was followed by an order for
another three that are just being completed.
These days Wilson, Sons now only works with DTC designs.
▲ Mr Bram Verwijs (left) and Mr Adalberto Souza (right)
▲
Damen ASD tug 2411
damen news – no 13 – 2010
19
dTC and wilson, sons
“I think Wilson, Sons chose Damen because we have a good way
of understanding each other. Our relationship is the added value,”
adds Mr Verwijs.
One time, Wilson asked if there was any possibility if some of their
employees could be sent over to a Damen Yard in China, adds
Mr Verwijs. “Everything was arranged by Damen Gorinchem, all
the flights, accommodation, the work-week in China and some
sightseeing.” Wilson engineers have also visited Damen for two
weeks to look at the Damen’s design and drawing office and to
work with its engineers.
70% local content
This open cooperation has also allowed them both to successfully
adapt to the legal requirement in Brazil that demands that at least
50% of materials should be sourced locally.
“For instance, Damen has cooperated with WEG facilitating
technology transfer. This meant that WEG could carry out the
electrical and automation work in Brazil. And in fact, Wilson was
▲Damen Platform Supply Vessel 7216
20
damen news – no 13 – 2010
the first company to produce an offshore vessel with more than
60% local sourcing! And for the new generation of vessels, we
are also expecting to be able to have around 70% local content,”
stresses Mr Souza.
DTC packages in demand worldwide
Mr Verwijs comments that both the DTC material package and
licence agreement are ideal, depending on the region where a
company operates.
For instance, in the US because of the Jones Act, DTC sells a lot
of licensing agreements. The US coastguard has had around 70
plus fast crew suppliers built under a Damen licence at the
Bollinger Shipyards.
In Brazil, material packages are favoured, together with local
supply. There is a similar preference in Asia.
“A DTC package allows yards to employ the local workforce and
the employees spend their money in the country itself, so this is
a big boost to the local economy.”
■
damen services
complete life cycle support
Mr Heino Westdijk, Director Damen Services, is proud to announce the
recent awards of new service agreements from clients in the UK, Nigeria
and Germany.
“Train and maintain”
Customers looking for autonomy and cost optimisation benefit
from Damen’s “train and maintain” concept. Within this concept
Damen performs maintenance to meet customer’s requirements,
while at the same time, training the customer’s crew. The
customer’s maintenance competence level rises and consequently,
maintenance hours start to decrease.
Although Damen Services works hard to improve its performance,
we know we can do better. Currently, Damen Services is continuing
to work on the integration of our service products into a customerfriendly service solution. Within this concept our customers share
benefits from our system integrating knowledge.
▼
“One-stop-shop”
For customers having an excellent service organisation in place,
Damen helps to increase maintenance efficiency. The Damen Asset
Management Operating System (DAMOS), in combination with
a spare part delivery solution, supplies the right material at the
right time at the touch of a button.
COMPLETE LIFE CYCLE SUPPORT SOLUTION
OUR CUSTOMER
DAMEN SERVICES
OUR SUPPLIERS
DAMEN MAINTENANCE MANAGEMENT
SPARE PARTS DELIVERY
DAMEN FIELD SERVICES
▲
Joining Damen in 2008, Mr Westdijk focused on the internal service
organisation and searching for an answer to an increasing demand
for after-sales support, Damen Services developed a wide-ranging
portfolio covering the entire vessel’s life cycle.
How can Damen, as a global player, deliver the right services to
its broad customer base? Working closely with the customer was
key to finding synergies. By combining and integrating the right
products and knowledge, Damen Services is able to provide a
solution for a diverse customer demand, ranging from periodic
surveys up to complete out­sourcing of all maintenance activities.
Mr Heino Westdijk, Director Damen Services
▲ Life Cycle Support Solution
damen news – no 13 – 2010
21
damen services
UK Border Agency
Since the final delivery of the fourth Damen Stan Patrol 4207 in
2004, the UK Border Agency visits Damen regularly to carry out
major maintenance. For more than six years, Damen has carried
out all of the scheduled, and a number of unscheduled dockings,
for all of the UK Border Agencies Cutters. This includes a nonDamen built cutter as well.
As well as dockings, Damen Services performs the following
maintenance activities based on a Damos Planned Maintenance
System:
n Periodic oil sample analysis
n A
nnual Life Saving Appliances surveys and inspections with
certificate updates and renewals
n M
ajor Engine maintenance (main and auxiliary) based on
running hours and manufacturers recommendations
In addition, Damen allocates the spares and consumables
necessary to perform the work.
Damen and the UK Border Agency developed a good working
relationship resulting in a contract extension for another two
years in May, 2009. Damen Services is proud of the UK Border
Agency credits they received concerning the first five-year
contract period.
“To date, Damen have delivered every vessel back to us on time
after each docking period. This is attributable to detailed planning
in advance of the docking, an enthusiastic and knowledgeable
workforce and excellent project management during the docking
period. We have been very satisfied with the maintenance contract
and UKBA will be looking to extend this contract on its expiry in
2011.”
Starzs Investments of Nigeria
In September, Damen successfully handed over the MV ‘Osayame’,
a Damen ASD Tug 3211 to Starzs, A company owned by Greg H.
Ogbeifun. The ‘Osayame’ is named after Mr Ogbeifun’s two-yearold daughter. ‘Osayame’, means God’s Gift in the Nigerian native
Bini tongue. The Damen ASD Tug 3211 is currently operating as
a line handling tug near a Floating Production Storage and
Offloading unit operated by Total E&P Nigeria Limited, for at least
the next five years.
Mr Westdijk emphasises that operating offshore for an oil and
gas company, which involves more than 6,000 running hours a
year, requires a high maintenance standard. Having the right
maintenance organisation in place, meeting the availability,
reliability and Health, Safety and Environment requirements is a
challenge. To illustrate our commitment, the Damen Services staff
completed all necessary training, including Helicopter Underwater
Escape Training.
Starzs and Damen Services faced this challenge and worked out
a solution.
The Starzs crew is responsible for all the first-line maintenance
and Damen Services delivers the second-line maintenance in close
cooperation with the vessel’s crew four times a year. The delivery
of all necessary spare parts and consumables are also included in
this maintenance agreement.
In addition, a DAMOS Planned Maintenance System has been
delivered and installed using a data exchange module, enabling
both shore and Damen personnel to monitor the vessel’s
maintenance performance.
22
damen news – no 13 – 2010
daily inspections. Wasserschutz Polizei and Damen had to find an
affordable, efficient solution.
On the delivery of the first Stan Patrol, a three-year maintenance
agreement was signed for all three vessels. This agreement
contains, amongst other things, the planned maintenance system
DAMOS, monthly check and maintenance visits, in combination
with training sessions to enable the Wasserschutz Polizei to carry
out visual inspections. As a result, maintenance of the vessels is
almost entirely outsourced and all within the customer’s budget.
Continue working together to improve (y)our success
in the future
As you may know, Damen Services changed course in early 2008.
We are grateful to our customers and wish to thank them for
their confidence and hospitality. They assisted us to a better
understanding of the business, which allowed us to customize
the solutions we offer. Delivering a result to the satisfaction of
both parties continues to drive us, with increased added value and
complete life cycle support. Heino Westdijk and his team expects
to be of service to more customers in the near future, offering
the full Damen Services life cycle support, creating clear benefits
for all parties involved.
‘Damen Services grows globally, enabling us to provide better
services locally,’ he stresses.
■
▲Damen ASD Tug 3211 – Nigeria
Damen Stan Patrol 4207 – UK Border Agency
Damen Stan Patrol 2005 – Wasserschutz Polizei
▲
▲ ▲
Wasserschutz Polizei of Niedersachsen
The first out of three Stan Patrols 2005 for the Wasserschutz Polizei
(Water Police) of Niedersachsen, Germany, was delivered in
February this year. After waiting for more than a month for all the
rivers to be free of ice, the vessel sailed with its own crew from
Delfzijl Holland to Brake. Meanwhile, the second one was delivered
in June and afterwards it sailed to its homeport in Emden.
Focusing on the core business is becoming more and more
important in the maritime sector. Following this trend, the
Wasserschutz Polizei closed down its maintenance and repair yard
by the end of 2009. The Wasserschutz Polizei wanted to outsource
all of its maintenance activities on the Stan Patrols, except for the
damen news – no 13 – 2010
23
africa
Damen Training Centre opens in South Africa
Damen’s commitment to Africa is clear
as the company continues to invest. This
was further demonstrated when Damen
opened its new Training Centre in July.
Mr Frank Rebel became the Managing
Director of Damen Shipyards Cape Town
around a year ago. South African-born and
with experience of shipbuilding in the
Benelux countries, Mr Rebel says he has
identified an urgent need for skills
development in South Africa.
“Damen builds hi-tech vessels to very high
quality standards and this can only be
accomplished with skilled personnel at all
levels within the organisation.”
The first 10 apprentices started in
August and Mr Rebel stresses that they
will undergo a very practical training
programme where they will actively be
involved in manufacturing components
for vessels under construction.
“Our aim is to have between 10-15% of
our workforce on the apprenticeship
programme, whilst current personnel are
also given the opportunity to develop and
24
damen news – no 13 – 2010
hone their skills. Employees are encouraged
to regularly participate in training courses.”
Belonging to a multinational such as the
Damen Shipyards Group is a great
advantage, he says. “Damen has some
34 companies worldwide, so we can call
on Damen experts from other countries to
help with training.”
There are also considerable capital
investments going on in both new plant
equipment and in infrastructure. “To build
quality products one has to have the correct
tools. For example, welding technology is
constantly developing and we should keep
up with, and make use of, these latest
technologies.”
Restructuring the workflow within the
facilities, combined with the refurbishment
of the three major building sheds, piping
workshop, painting shed, small steel
workshop, carpentry workshop and stores,
has resulted in a much-improved working
environment.
Damen’s commitment to South Africa was
recently recognised when the shipyard was
awarded the Black Economic Empowerment
Level 3, which is one of the highest levels.
This South African programme looks at
factors such as procurement, ownership,
equality, enterprise, skills and socioeconomic development.
“We are very proud of this achievement.
It recognises what we are doing in respect
of training, as well as our commitment to
the shipbuilding industry in South Africa,”
stresses Mr Rebel.
■
for africa
damen quality wherever
customers are in the world
‘Africa for Africa’ is a unique Damen initiative where vessels are built in Africa for
customers in Africa and always to Damen quality standards.
Damen Shipyards Cape Town is the hub of the Damen operation in Africa and Damen is
investing millions in capital investment and in people to further develop the shipyard.
‘Africa for Africa’ is the brainchild of Mr Lorenz Winkel, Board
Member of Damen Shipyards Cape Town and Sales Director
Africa. “We want to be closer to our clients in South Africa and
on the Continent. Having a presence in Africa is very important
to our customers,” says Mr Winkel.
Previously, Damen would serve Africa from the Netherlands but
now there is a full sales and services team in Cape Town. “Our
team has many years of experience and now we can react much
faster when it comes to maintenance, service and support. We
can also be more cost-effective because we can service the market
locally. The lines of communication are shorter and we speak the
same language and understand the culture.”
▼
Currently, some 800 Damen-built vessels are operational in Africa.
Of these, around a quarter were built under Damen Technical
Cooperation contracts in Africa. Now, many of the vessels can be
serviced from Cape Town as well.
Damen Shipyards Cape Town operates as a full service hub and
can offer everything from a single survey to dockings, or a full
maintenance service package for Damen and non-Damen vessels.
This gives Damen’s customers full insight and control of the total
cost of ownership during the vessel’s entire lifespan.
▲▲ Mr Lorenz Winkel, Sales Director Africa
▲
▲ Stan Tug 2208 for Tanzania Ports Authority
Mr Frank Rebel, Managing Director Damen Shipyards Cape Town
damen news – no 13 – 2010
25
africa for africa
Damen has had a long history in the African market. For more
than 20 years Damen worked with Farocean Marine under the
Damen Technical Cooperation structure. This partnership worked
very well and when the opportunity presented itself, Damen
successfully acquired the business.
Mr Winkel says Africa offers huge potential and because, unlike
most of Europe, it has continued to show growth, Damen Shipyards
Cape Town is building stock vessels so it can service this rapidly
developing market quickly.
Around half of the yard’s capacity is already dedicated to building
standardised vessels so it has enough in stock. “This means we
can deliver the vessel in four to eight weeks rather than the 18 to
24 months it would usually take!” stresses Mr Winkel.
And this rapid-response concept has proved itself time and again.
Recently, Cape Town supplied a 22 metre, 40 tonne Bollard Pull
tug to the Tanzania Ports Authority that was required urgently.
The tug was delivered from stock in just five weeks. The shipyard
is building a series of these tugs.
The other half of the yard’s capacity is used for specific contracts.
Damen Shipyards Cape Town recently built and delivered a
▲ Transporting a Damen ASD Tug
26
damen news – no 13 – 2010
69 tonne Bollard Pull ASD Tug 3211 for a private Nigerian company.
“It made a huge difference to our customer that we are based in
Africa. His company is the first indigenous operator to be involved
in the oil business, so his vessel could be built here and serviced
from Africa.”
Currently, two, 10 metre Mooring Launches are under construction
for the Kenya Ports Authority for delivery early 2011 and a 50 tonne
passenger landing pontoon is being built for the Zanzibar Port
Authority.
Damen’s Modular Barge concept is also proving very popular.
Modules, built to standard container sizes, can be quickly
assembled on the spot, to create a whole array of vessels or
platforms including dredgers, tugboats, ferries, barges and
jetties. Five of these modular barges are now on stock.
Mr Winkel says the market is a very exciting one and moving fast.
The group would certainly like to see the ‘Africa for Africa’ concept
grow, both through Damen’s own investment and by working
with strong partners. Damen aims to expand in South Africa and
eventually it may consider increasing its presence in other
African countries as well.
■
visser design for new
faster, lighter lcvp proves its
worth to the navy
Before the LCVP contract, the yard had built other naval vessels
including three diving support vessels in 1992. Two of them were
also later lengthened by the Den Helder-based yard. A few years
later Visser built five Landing Craft Utility (LCU) vessels. This
contract was completed in 2002 and in 2006 the LCUs were also
lengthened.
And although this build meant that the shipyard had formed a
close working relationship with the DMO, Visser could take nothing
for granted. Visser had to fight off stiff competition when it came
to the LCVP tender, especially from the builder of the Britishdesigned Mark 5B, the LCVP currently used by the British navy.
Mr Willem Burger, Senior Project Manager of the Sea Systems
Branch of the DMO says: “We were looking for a shipyard with
very good occupational health and safety levels and very high
environmental standards. This took some extra effort from Visser
but the yard was always very forthcoming.”
There also had to be a good price of course! he quips.
product
development
Weight requirements were to govern the project
After a year of discussions, Visser was awarded the contract in
December 2006. Already before the contract was signed, it
damen news – no 13 – 2010
▼
Visser Den Helder, a full subsidiary of Damen, will soon
complete a large contract which has seen the yard build
12 Landing Craft Vehicles Personnel (LCVP) over a four year
period for the Royal Netherlands Navy. Weight issues played
a crucial role in every aspect of the build.
And as the project nears completion in early 2011, Damen News
asks Visser and the Defence Material Organisation (DMO)
– the procurement representative of the Dutch Ministry of
Defence – to reflect on this challenging project.
27
became clear that one issue was to govern the build – the exacting
weight requirements. And this really meant that Visser and all the
suppliers had to examine every single aspect of the design and
engineering process and make sure the strict weight limitations
were met.
The LCVPs are used onboard the two Royal Netherlands Navy’s
Landing Platform Docks, HNLMS Rotterdam and the HNLMS
Johan de Witt. This meant the new LCVP could not weigh more
than 23.5 tonnes loaded with troops, otherwise there would be
problems hoisting the vessels.
The DMO did not demand that the Mark 5B should be copied or
improved on but it was always clear that the basic outlines of the
new landing craft had to be the same as the Mark 5B so the
Netherlands and British navies could use it on their mother ships.
Although the requirements mentioned in the Dutch specification
exceeded the UK requirements in many aspects.
New design
However, Visser did not look to improve on the existing LCVP,
instead it decided to create an entirely new design. “We did not
look at the original design. To make a better vessel we needed
to start afresh, with the weight factor always taken into account,”
says Mr Peter van den Berg, Deputy Director of Visser.
A crucial part of the project and certainly a reason for its success
was Visser’s insistence on a six-month engineering phase. This
resulted in a design that had been completely worked out before
the build of the pre-series model started.
Mr Jelle Loosman, Visser Managing Director comments: “This
half-year of engineering was part of the contract. With the LCU
project we built and engineered at the same time and we did not
want to do that again, particularly because of the weight issue.
So after the six months, we had a design review and then it came
to the go, or no-go decision. “These six months were very
beneficial and helped identify potential problems,” he adds.
The Visser directors admit that the contract presented a challenge
but they were confident that they could meet the very exacting
requirements of the DMO.
“Absolutely nothing was standard issue, every aspect had to be
reconsidered,” says Mr Van den Berg. “Certain choices were made
from propulsors and engines, down to the smallest bolt.”
All possible efforts were made in order to reduce weight before
and during the building process. In the engine room, Visser made
use of plastic piping for the first time ever to get the weight down.
Lloyd’s agreed to include this new development under the Class
specifications. All construction was based on Finite Element
Calculations, the wheelhouse was made from Glass Reinforced
Polyester and even bolts within the fendering were made from
plastic, all with the goal of reducing weight.
A ‘weighty challenge’
As well as Visser, suppliers too, had to take up the weighty
challenge. Some could not manage, they admit. Some of the
engine suppliers simply could not come up with a lighter engine
but Volvo managed to find a solution.
Dutch firm Imtech, the supplier of the electrical systems, took part
in the initial engineering phase and it managed to reduce the
weight of its systems as well.
Many other changes were made during the process. Differences
in the Royal Netherlands Navy’s requirements from those of the
British meant that the hull form had to be changed to adhere to the
28
damen news – no 13 – 2010
very strict stability requirements. As the landing craft has quite a
flat bottom, there was more slamming initially so another small
hull was added underneath to improve the seakeeping behaviour
and to offer more bottom protection. A thicker bottom plate was
also added to make the vessel less noisy.
Rigorous testing in four countries
The new LCVP underwent a period of rigorous testing. Initially
model testing took place in the towing tank of the Maritime
Research Institute Netherlands (Marin). Damen Research also gave
input for the resistance and propulsion tests. The Sea acceptance
tests, in June 2008, went as expected but in real life the landing
craft performed even better than the towing tank tests had shown.
The LCVP underwent sea and landing trials in three different
countries; Norway for Arctic conditions, West Africa for warm
water tests and the famous beach at Instow in the UK for the
landing tests.
“Speeds were 10%-15% higher than the towing tank tests. Under
tests the vessel performed up to 18 knots but in real life it was well
above 25 knots and this was even in Arctic loading conditions with
16 marines and their equipment,” says Mr Burger.
Under “normal” conditions with 10 marines onboard and some
Arctic trailers, speeds of 30 knots could even be achieved and this
increased to 31 knots in Somalia.
Versatility
Visser’s versatility has certainly been proven during the build, says
Mr Burger. After the hoisting tests in October 2008, the DMO
decided the vessels should be lengthened near the aft hook. This
was purely a safety aspect to move away from the mothership’s
rigging, he says. The vessels were extended by 20 cm, which was
the optimum given the weight distribution.
In Somalia, where the LCVP is already widely deployed to combat
piracy, a few other requirements presented themselves. The need
product
development
▲
The LCVP in action during Operation Atalanta off the Somalian coast
for air conditioning became clear and more ballistic protection
was added at the gunners’ positions. “Visser made these changes
in just three weeks on four vessels,” he emphasises.
The hood was also heightened to accommodate the tall Dutchmen
and to allow an improved line of sight for the coxswain. The shape
of the landing ramp was changed and the anchoring winch allows
safer operation. In addition, the positions of antennae were moved
to improve safety onboard.
Visser deploys a dedicated team and project leader on the project.
“The door was nearly always open, we had a direct line to channel
all of the requests to the yard. They showed a lot of flexibility at
very short notice,” stresses Mr Burger.
As well as the DMO, the marines themselves had a lot of input
into the project. Every fortnight meetings were held between the
yard, the DMO and usually the coxswains and an experienced
officer so they could channel their feedback into the build.
▲▲ The LCVP during cold weather trials in Norway
▲ Mr Peter van den Berg (left) and Mr Willem Burger (right)
visser den helder
Established in 1923, Visser was originally established to serve the
Dutch fishing fleet but as the fisheries industry declined Visser
broadened its portfolio to include other markets. In addition to
fishing vessels, the yard has built research vessels, Arctic trawlers,
coasters, buoy-laying vessels, patrol vessels and several other naval
vessels. Visser has been a member of the Damen Shipyards Group
since 1993.
Quick deployment
Already, the LCVP is proving useful in Somalia where four are
deployed. This LCVP is much more flexible and can pick up and
return to the ship very quickly, adds Mr Burger. Often used as the
“eyes and ears of the fleet”, the LCVP can also be deployed very
quickly. For instance, the Johan de Witt does not have to use its
docking facilities, with the craft able to launch almost immediately.
The yard, which could work on four vessels simultaneously, is very
proud of this true Dutch vessel. “And even though there were
many changes, we are still ahead of schedule. We do what it takes
to make the customer happy,” adds Mr Loosman.
Currently, the tenth LCVP is nearing completion.
■
damen news – no 13 – 2010
29
damen
damen customer finance
provides help when financing
possibilities shrink away
As the credit squeeze has taken hold during the last few years it has become harder
for owners to go to traditional banks for their financing needs. Damen is very
aware of the problem and in a bid to assist clients it offers a wide range of financial
packages through its Customer Finance Department.
Mr Bastiaan Kooistra, Damen Manager Customer Finance, says
although Damen has offered financial assistance for many years,
there has certainly been more demand for these services since
end-2008 because traditional banks are shying away from the
maritime industry as they clamp down on lending.
“Not every shipyard is prepared to offer such a facility,” he says.
The Customer Finance portfolio is broad ranging. “We can help
private operators that perhaps need help with purchasing one
tugboat or foreign public buyers such as the Ministry of Defence
or Transportation in deals worth E 200 m - E 300 m. Deals have
covered a wide range of ship types including fast crew supply
vessels, dredgers, tugs, workboats, cargo ships, naval vessels and
patrol vessels.
“We are very competitive but the main advantage is our ability to
be able to access the export credit risk insurance offered by the
Dutch State.” Damen mostly arranges export finance and it works
very closely with the government’s Export Credit Agency, Atradius
Dutch State Business. The Dutch Ministry of Finance takes on part
30
damen news – no 13 – 2010
of the risk associated with the loan in a bid to promote Dutch
exports when the commercial banks are not willing to offer the
finance.
Long-term loans
On the whole, this involves long-term loans to customers outside of
Europe, though not exclusively. Mr Kooistra comments: “Nowadays
customers ask us more and more what we can offer, they want to
check all the possibilities open to them. Before the crisis this was
mainly customers outside of Europe in developing countries but
now European and US companies are looking to Damen for help
as well.” For instance, Damen has just helped arrange a loan for a
Damen Modular Barge for a customer in the US. “But this facility
customer finance
Added value
Damen’s Customer Finance facilities are not just for private,
small companies, it also assists government bodies such as the
coastguard, police or port authorities. For instance, Customer
Finance recently helped Tanzania Ports Authority (TPA).
Damen, together with Atradius, helped back the financing of a
Stan Tug 2208, Stan Tender 1905 and an ASD Tug 2810 in a
seven-year financing deal.
In addition, Damen can facilitate financing with some of its major
suppliers such as Caterpillar Finance. If a Damen vessel is being
built with a Caterpillar engine, Caterpillar is willing to offer financial
help to Damen customers with long-term loans and this is not just
for the engine but the whole vessel.
As well as this Damen has started making arrangements with the
German Development Bank, DEG. “It is quite something that DEG
is willing to finance a Netherlands-built vessel for a customer
located in Mexico”, quips Mr Kooistra. The financing arrangement
was for a Fast Crew Supplier 5009 for the Mexican operator
Naviera Integral.
Customer Finance can also offer a buy-back guarantee either, to
customers or the financing bank. Customers can sell the vessel
back to us against an agreed sum, says Mr Kooistra. It could be
that a customer is not sure they will have work for the vessel after
a certain period so they could re-sell it back to the group, he adds.
On the other hand, Damen can issue a buy-back guarantee to the
financing bank as extra collateral. In case of a default under the
loan the bank can exercise its rights under the mortgage and then
resell the vessel to Damen.
Economic development
Damen can also apply for Dutch export subsidies. Currently
three Stan Patrol 4207 vessels are being built for the Albanian
Coast­guard with the help of a grant. Here, the Dutch government
subsidises 35% of the contract price. On the one hand Dutch
exports are stimulated but also these grants promote local
economic development in the receiving country. Similarly, four
buoy-laying vessels were recently built in Indonesia.
Damen makes all the arrangements with Atradius, the Ministry
of Finance and the commercial bank involved, delivering the
feasibility studies, financials and the relevant information.
Usually handling around 10 to 15 vessels a year, Damen has
arranged hundreds of financial packages across the globe. “We
can do all the applications, customers save time and effort and
this adds to their financing means and bank lines. We can do all
the work for our customers, they do not have to negotiate with the
banks. A real advantage is that these loans are really long-term
whereas most banks would only come up with one or two year
offers,” stresses Mr Kooistra.
■
▲
is still mainly interesting for customers in developing countries
where they may face extremely high interest and inflation rates.”
“We offer this Dutch State insurance as an additional way of
financing, next to existing bank lines as an added value service to
our customers,” says Mr Kooistra, who was formerly working for
Atradius.
It is very gratifying to see customers develop their business, he
says. There are examples of customers that originally purchased a
Damen tug with our financial assistance and then they have grown
over the years to operate a substantial Damen fleet. Now they can
attract financing in their own right, adds Mr Kooistra.
Mr Bastiaan Kooistra, Manager Customer Finance
▲Damen Fast Crew Supplier 5009
damen news – no 13 – 2010
31
damen latests
recent deliveries, a selection
▲ top to bottom
DAMEN SHOALBUSTER 3009
DAMEN AZIMUTH TRACTOR DRIVE TUG 2909
DAMEN CUTTER SUCTION DREDGER 450
DAMEN FAST YACHT SUPPORT VESSEL 5009
32
damen news – no 13 – 2010
▲ top to bottom
DAMEN MULTI PURPOSE VESSEL 5212
damen COMBI FREIGHTER 12000
DAMEN ASD TUG 2411
DAMEN STAN TENDER 2306