Page 23: of Maritime Reporter Magazine (June 2026)

DUTCH INNOVATION general-purpose peers in having been tailored to the thermal

Side launch at Kampen: behaviour of lique? ed CO2. This has required specialized modular diesel-electric power containment, integrated safety zones, and a high-redundancy is central to the LABRAX class. energy and propulsion layout. Dynamic positioning to DP2 standard has been necessitated by the rigorous demands of year-round, on-station of? oading in the open sea. Royal Wa- genborg’s investment has been underpinned by a long-term charter agreement with UK-headquartered INEOS Group.

Last year, the Dutch operator signed-off on a batch of six second-generation EasyMax cargo vessel newbuilds, ensur- ing production continuity for the Royal Niestern Sander ship- yard in the coming years. Features of the EasyMax 2 sextet include provision for a range of alternative fuels, enhanced shore power connectivity, and improved energy management.

Diesel-electric Advance

Conoship has played a leading role in shaping short-sea and small cargo vessel design and procurement across the de- cades, and its continuing endeavors are expressed in the CIP platform spanning the size range up to 9,000dwt.

The centerpiece of the technical arrangements is a frequen- cy-controlled diesel-electric power and propulsion train that regulates the speed of the screw according to variables such as engine load, water depth and navigation route. Based on small gensets feeding twin electric propulsion motors, the de- sign provides for economic, future adaptation to aggregates driven by prime movers running on fuels such as methanol or hydrogen and is also readied for installation or retro? t of

Econowind Ventofoils. Customization scope also embraces battery packs and carbon capture systems.

Recent transactions have featured the 3,600dwt, 3,800dwt and 6,400dwt versions for Dutch, German and Norwegian owners, producing orders for shipyards with whom Conoship collaborates in the Groningen region of the northern Neth- erlands, and also for builders in India and Turkey. The CIP line-up has lately been augmented with a 4,400dwt variant developed from the CIP3800.

Such rethinking of vessel design, as a shift from traditional, shipbuilder Royal Niestern Sander. The EasyMax platform has to date been used or speci? ed for 12 newbuilds. Highly single-engine, four-stroke diesel-mechanical propulsion, is ef? cient consumption per payload ton is delivered from a also amply expressed in production at Royal T Shipyards, formerly the Thecla Bodewes establishment at Kampen, on 2,999kW main engine.

As the largest class of ship built to date on the landward the River IJssel. The builder recently delivered the last unit in a 10-ship series of 7,300dwt diesel-electric short-sea trad- side of the coastal dyke in the north Netherlands, the Easy-

Max ? otilla now includes a variant dedicated to the transport ers ordered by Vertom Shipping and based on the LABRAX of lique? ed CO2. Boldly named Carbon Destroyer 1, the class developed in cooperation with Groot Ship Design.

Each 119-metre cargo vessel is equipped with four main newly-commissioned vessel has been assigned to a shuttle- type operation loading 5,000-ton cargoes out of the Danish gensets and twin asynchrous propulsion motors. The Volvo west coast port of Esbjerg for discharge at the Greensand CO2 Penta aggregates incorporate the Swedish company’s D13- type high-speed engines, each turning out 400kW at 1,800rev/ offshore storage site in the North Sea.

The ? fth of six Series 1 EasyMax 14,300dwt units booked min. A further batch of LABRAX newbuilds is in hand for the over a 10-year period, Carbon Destroyer 1 differs from her UK operator Carisbrooke Shipping. www.marinelink.com 23

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