Rigging regulation study for ‘Bruine vloot’
Conoship studied rigging safety for the bruine vloot, proposing updates to ES-TRIN standards to improve safety and usability.
News and articles about the latest trends in the maritime industry and around naval architecture
EverLoNG-project presented at LNGCON 2025
EverLoNG-project presented at LNGCON 2025
Advancing LNG as future fuel by Onboard Carbon Capture (OCC)
On March 4th, Conoship International had the honor of presenting at the LNGCON2025 Roundtable, where leading voices in the maritime industry gathered to discuss the future of LNG as a marine fuel. Guus van der Bles, director of research & development at Conoship, joined forces with Malte Dabbert, Business Developer at Anthony Veder to showcase the groundbreaking EverLoNG project. The initiative focusses on advancing LNG-fueled vessels through Onboard Carbon Capture (OCC) technology.
We are proud to have had the opportunity to contribute to display how OCC can significantly reduce emissions on LNG-powered vessel, moving our industry closer to reaching the sustainability goals set by the IMO.
The EverLoNG project is already making waves with its recent pilot on the Sleipnir vessel, capturing and liquefying CO2 directly onboard. This innovative system not only minimizes a ship’s carbon footprint, but also opens possibilities for using captured CO2 in the production of various goods creating a closed carbon loop. Additionally, geological storage sites are dedicated for permanent CO2 storage.
Expanding on this vision, the next phase of the EverLoNG project focuses on integrating OCC technology with synthetic fuel production. By combining captured CO2 with green hydrogen, ships can produce synthetic methane (CH4) onboard through the Sabatier process. This approach reduces emissions, but also transforms LNG-fueled vessels into future-ready hydrogen carriers.
Regulatory support and port infrastructure for CO2 offloading and permanent storage will be crucial to successfully adopt Onboard Carbon Capture. Collaborations with partners like Anthony Veder ensure that the technology is optimized for real-world applications, while ongoing discussions with regulatory bodies help shape policies that support widespread implementation.
For more information on the EverLoNG project and Conoship’s role in advancing sustainable shipping, feel free to reach out to us on our contact page or by sending an email to solutions@conoship.com.
Redox flow batteries for ships
Safe and sustainable: redox flow batteries for ships
Piet Visser’s graduation research on implementation, risks, and opportunities
Redox flow batteries (RFB) are already widespread for stationary energy reserves, but in the maritime industry their potential remains largely unexplored. Former graduation student and now full-time employee, Piet Visser, delved into the feasibility of redox flow battery for ships on board short-sea operating vessels. At Conoship, we consider full– or partly electric propulsion a crucial element for reaching the 2050 sustainability goals.
Personal experience & transition to Conoship
Over the last academic semester, Piet has been conducting his research and integrating at the Conoship office in Groningen. He has done so with remarkable success as his degree in Maritime Technology has been concluded and he has since begun as a full-time employee.
‘It was a wonderful experience working for Conoship due to the comfortable working environment and exciting graduation assignment. During the project I learned a lot, but I am happy to be a full-time employee right now.’
Studying at NHL Stenden was a resourceful experience to help delve into the fundamentals of maritime technology. However, doing a theoretical research project with clear practical implications has allowed Piet to delve into something truly unique.
Understanding redox flow batteries for ships
Redox flow batteries are an innovative energy storage solution that has already gained traction in stationary applications worldwide. Unlike conventional battery systems, RFBs store energy in a liquid electrolyte and release it through electrochemical reactions. The major advantage, compared to traditional batteries, is their energy efficiency, long cycle life, and scalability. Additionally, RFBs do not run the risk of combusting like lithium batteries, providing a major safety boost for sailors.
At the core of an RFB is an electrochemical cell divided into two chambers: one positive and one negative, separated by a membrane. The electrolyte, which contains active chemical species, is pumped through these chambers, where energy is stored or released based on the reaction taking place. The choice of electrolyte is crucial, as it determines the battery’s energy density, efficiency, and overall feasibility for marine applications.
Research findings
For this research, a vanadium-based electrolyte using hydrochloric acid (HCl) as a solvent was selected due to its high energy density of 43 Wh/l (27 Wh/kg) and stable electrochemical properties. Vanadium redox flow batteries (VRFBs) are particularly attractive because they enable full charge-discharge reversibility, have a long lifespan, and are considered safer than conventional lithium-ion batteries due to their non-flammable nature.
The study focused on the feasibility of implementing RFB technology onboard ships, identifying key challenges such as system integration, operational risks, and safety requirements. A risk-based design approach was used to assess potential hazards, including electrolyte leakage, membrane failures, and material corrosion. To mitigate these risks, design measures such as compartmentalized storage, reinforced piping, and automated leak detection were evaluated to ensure safe and reliable operation at sea.
While the research confirms the technical viability of RFBs for maritime use, further refinement is needed to optimize efficiency and scalability. These findings provide a foundation for future development, paving the way for broader discussions on how this technology can contribute to sustainable shipping solutions.
Implications for the maritime industry
- Specialized chemistry expertise is essential for handling electrolytes safely and optimizing system performance.
- Industry collaboration is needed to develop maritime redox flow battery applications. The Digital & Green Maritime Coalition can help connect the right partners.
- Retrofitting potential is high, especially for Conoship’s CIP-series, which is designed for future fuel adaptability.
- Further system design is required to refine integration, safety measures, and efficiency for real-world applications.
- Scalability & Modular Design – RFBs have the potential to be modular, allowing ships to scale energy storage based on operational needs. This could be particularly useful for short-sea vessels with varying energy demands.
- Port Infrastructure & Charging – Unlike conventional fuels, RFB electrolyte refueling and management systems need to be developed at ports. Collaboration with port authorities could accelerate adoption.
- Integration with Hybrid Systems – RFBs could work alongside other energy sources (e.g., methanol, wind, battery-assisted propulsion), making them part of a broader hybrid maritime energy strategy.
Challenges and limitations of redox flow batteries for ships
Implementing redox flow batteries onboard ships presents key challenges, particularly in integrating storage tanks, pumps and piping while ensuring safety and reliability. The corrosive nature of the electrolyte demands strict containment measures to prevent leaks and maintain operational safety.
RFBs also require significant storage volume, making them less suitable for vessels with tight space constraints. While setup costs are high, their long lifespan and cycle stability offer long-term value.
Currently, RFBs are most viable for short-sea vessels – an area where Conoship specializes, positioning us at the forefront of this innovation. However, further design work is needed before large-scale adoption becomes feasible.
Conoship’s approach
At Conoship, we continuously refine ideas to develop the most sustainable and efficient solutions for the maritime industry. Our CIP-series is a prime example—standardized short-sea vessels weren’t common in the market, yet we saw the potential. By focusing on modular, future-proof designs, we created ships that save time, reduce costs, and allow for easy adaptation to new technologies.
The same mindset applies to Redox Flow Batteries (RFBs). While they have yet to be adopted in shipping, their long lifespan, scalability, and safety advantages make them a compelling option. We are actively exploring how RFB technology can be integrated into our designs, particularly for future-fuel-ready vessels like the CIP-series.
To bring this innovation to life, collaboration is key. We are looking for partners in energy storage, shipbuilding, and regulation to develop practical applications for RFBs at sea. Interested in working with us? Let’s shape the future of short-sea shipping together.
Cable recovery vessel Maasvliet delivered
Cable recovery vessel Maasvliet delivered
First in series of five CIP3800 vessels delivered by Holland Shipyard Group
Holland Shipyard Group has successfully delivered the cable recovery vessel Maasvliet, the first of five CIP3800 vessels, for Hudig & Veder. The first three of these will be operated by Hartel Shipping. This delivery introduces a new generation of fuel-efficient vessels to the European short-sea market, with the Maasvliet specifically designed for cable recovery operations.
Cable recovery vessel construction and delivery
The Maasvliet was launched on January 11th, 2024, at the shipyard facilities in Nantong, China. Following the launch, the vessel was transported to Rotterdam alongside her sister vessel Rijnvliet. At Hardinxveld, Giesendam, Holland Shipyard Group completed the final outfitting and commissioning work before delivery to Hartel Shipping in January 2024.
Designed as a cable recovery vessel, the Maasvliet is specifically equipped to retrieve and transport subsea cables, playing a crucial role in cable decommissioning and repurposing projects. With its fuel-efficient design and optimized cargo handling capabilities, the vessel enhances the sustainability of offshore and maritime infrastructure by facilitating the responsible removal and recycling of cables.
Technical specifications of the vessel
Main particulars
- Length overall: 89.43 meters
- Breadth: 13.20 meters
- Design draught: 4.30 meters
- Dimensions hold: 60.9 x 10.8 x 8.5 m
- Service speed: 10 kn
Propulsion system
The vessel features an advanced diesel-electric propulsion system, designed for optimal fuel efficiency and reduced environmental impact:
- Main power: 3 × 350 ekW diesel generators
- Propulsion motors: 2 × 375 bkW electric motors
- Bow thruster: 250 bkW for enhanced maneuverability
- Power management system: Integrated control for optimal energy efficiency - eProp technology by D&A Electric
Tank capacities
- Ballast water: 1,768 cubic meters
- Fuel oil: 173 cubic meters
- Potable water: 23 cubic meters
Environmental features
In addition to its role in cable recovery, the Maasvliet benefits from the Vliet series’ advanced environmental features, which focus on fuel efficiency, emission reduction, and adaptability to future propulsion technologies.
Future-proof design and standardization
The CIP3800 series demonstrates forward-thinking design principles with its future-fuel ready capabilities, allowing for potential conversion to alternative fuels. The vessel can also be prepared for battery hybrid installation, showcasing its adaptability to emerging maritime propulsion technologies. This standardized design approach offers the advantages of reduced delivery time while maintaining cost-effectiveness, making it an attractive solution for operators looking to modernize their fleet.
Fleet expansion
This delivery is part of Hartel Shipping’s fleet modernization program. The next two vessels in the series are scheduled for delivery throughout 2024, with the second vessel, Rijnvliet, expected to join the fleet in Q2 2024. Upon completion, this series will strengthen Hartel Shipping’s position in the European coastal shipping market while significantly reducing their environmental footprint.
With its specialized role in cable recovery and its future-proof design, the Maasvliet is not just the first in the Vliet series—it represents a step forward in sustainable maritime solutions. We congratulate Hartel Shipping and Hudig & Veder Group on this significant milestone and look forward to the successful delivery of the complete Vliet series.
Stabilizing the future of beam trawlers
Stabilizing the future of beam trawlers
Improving safety for beam trawlers: Conoship’s advances in vessel safety
Following two extensive research projects on the ‘Stability of beam trawlers’ and ‘Improving the safety of beam trawlers’ (please reach out to us to request the research papers), we visited the MARIN model testing facility last October. Our appreciation goes to MARIN for their hospitality, expertise and professionalism, the results of the testing days are invaluable to the fishing industry.
The project, which began in 2022, was commissioned by the Dutch Ministry of Infrastructure in response to the tragic capsizing incidents involving beam trawlers UK-165 ‘’Lummetje’’ and UK-171 ‘’Spes Salutis’’. We dedicate our ongoing work to the crewmembers of the beam trawlers that were lost at sea, aiming to establish new standards in vessel stability and crew safety.
What are beam trawlers
Beam trawlers are a type of fishing vessel introduced shortly after the second world war. They operate by dragging two large nets (called fishing trawls) through the water along the bottom of the sea.
Why this matters now
On November 28th, 2019, beam trawler UK-165 Lummetje capsized and sank, with the sad loss of two lives. While investigations by the Dutch Safety Board were still underway, in December 2020 the UK-171 Spes Salutis experienced a similar incident, fortunately the crew was rescued.
Following the results of the investigation, the Dutch Ministry of Infrastructure and Water Management was recommended to ‘Investigate the scale of the safety risk of the capsizing and sinking of trawlers as a result of dangerous asymmetric loading conditions within the entire Dutch trawler fleet. Include all fishing vessels in this investigation, irrespective of their length. Take measures to counter this safety risk’. Hence, Conoship was assigned by the ministry to follow up on the investigation and recommend the solutions necessary to improve vessel safety.
During the first project on the stability of beam trawlers Conoship carried out, all Dutch flag beam trawlers were included in the investigation .One of the main conclusions of this project was that it was necessary to narrow down the scope to beam trawlers with a length of 24 meters and less.
Research findings and outlook
We are on the brink of revolutionary change in the industry. For the first time, major players from the entire Dutch fishing industry are coming together to address maritime safety and regulations for beam trawlers. By bringing together builders, fishermen and those who make the regulations we are finally looking at major breakthrough. While the project is commissioned by the Dutch Ministry of Infrastructure and Water Management and carried out by Conoship, local governments are also involved, together with:
Designers
Fishermen
Governments
Students & educational institutions
The research is relevant for all European nations as many findings can also be applied to different types of vessels. The Belgium and Germany governments have been specifically informed, as there is also a sizeable beam trawler fleet in those countries as well. Furthermore, other countries that use these types of vessels are the UK and France.
As so often, tragedy is at the essence of regulatory breakthroughs. Right now is the time to ensure we keep moving forward. As the various stakeholders of the (beam trawler) fishing industry come together we are close to pushing new national policies that will drastically reduce the risks Dutch fishermen face.
Looking at the second research project, it resulted in three proposals to stabilize the future of beam trawlers:
Proposal for stability criteria during fishing operations
General stability rules apply also on beam trawlers, but adding requirements for fishing conditions with additional safety margin makes sure vessels can handle these tough situations better. The new rules focus on required vessel stability under heel at different angles and stability requirements while pulling fishing nets.
Onboard warning system
Based on the proposed new criteria, a stability module can be developed. Based on this module a warning system can be developed, to assist the crew with timely detecting of stability risks while fishing.
Improved education
More practical education on vessel stability is essential to prepare skippers for tricky real-life scenarios. The conclusion of the research is to use an operational ship’s model to demonstrate and experience the effects of moving booms, rigging and other weights on stability. Additionally, the use of beam trawler simulators is also recommended. In particular, the 24-meter simulator at MARIN and the 40-meter simulator at VDAB.
Insights from MARIN beam trawler model testing
The model testing was done based on the results of Conoship’s second research project and was executed by MARIN and commissioned by the Dutch Ministry in collaboration with MARIN. The first impression seems to confirm our findings.
MARIN simulated realistic fishing scenarios, such as the effects of fishing gear weight and derrick positions. Testing verified that these conditions ensure a more realistic evaluation of a vessel’s stability compared to traditional free-sailing criteria. Even minor design improvements for newbuilt beam trawlers and retrofitting existing ones can already play a major role in improving safety and stability.
Ongoing steps and intended vessel safety results
MARIN will process the results of the testing, with which Conoship will assist in any way possible. At first glance, the results seem to align with the second research project, but we must eagerly await the definitive conclusion.
Working out the module upon which the warning systems can be designed. Implementation of the to-be designed warning system on new beam trawlers will be easy. On the other hand, retrofitting existing beam trawlers will likely be more challenging in the upcoming years.
Further develop the beam trawler simulations systems for the education of fishermen in close collaboration with MARIN.
Finally, the proposal to the Dutch Ministry will give national policy makers the opportunity to stabilize the future of beam trawlers. These steps mark the beginning of a safer future for the Dutch fishing industry. By addressing the challenges head-on, we aim to reduce risks at sea, protect the lives of fishermen, and ensure that beam trawlers remain a vital and viable part of our maritime heritage.
By taking decisive action today, we ensure that tragedies like those of the recent past become a thing of history. This journey is one that requires commitment from everyone in the industry. Together, we can implement these solutions, create safer vessels, and set a global standard for fishing vessel safety. We are proud to be a part of this process!
Do you want to know more about this topic or want to know about how you or your organization can contribute to stabilizing the future of beam trawlers? Feel free to reach out to us through the form on our website or call us directly at +31 (0)50 526 88 22.
The Digital & Green Maritime Coalition takes off
The Digital & Green Maritime Coalition takes off
Chartering a sustainable course
Kick-off event success
On Thursday the 28th of November the Digital & Green Maritime Coalition hosted its first symposium at the Buitensociëteit Paterswoldsemeer. With a full house of key players from the maritime industry in the Northern Netherlands, insightful discussions, and forward-looking panel sessions, the event marked the beginning of a journey towards a more sustainable and technologically advanced maritime future.
The Digital & Green Maritime Coalition unites shipyards, suppliers, shipowners, universities, and government representatives to address the challenges of tomorrow. Together, these stakeholders are laying the foundation for innovations that will shape the ”Ship of the Future”.
A vision for the Northern Dutch maritime industry
The Northern Netherlands has long been a global leader in short sea shipping, sometimes even referred to as the ”Silicon Valley of European Shipbuilding”. However, stricter emission regulations from the EU and IMO, alongside workforce shortages, pose significant challenges. The Digital & Green Maritime Coalition aims to transform these challenges into opportunities by allowing for collaboration of key players across different sectors operating within the maritime industry.
The coalition focuses on two primary pillars:
Green technologies
Pioneering solutions such as emission-free propulsion systems, onboard CO2 capture, hydrogen fuel systems, green methanol and redox flow batteries.
Digital advancements
Embracing innovations like robotized shipbuilding, autonomous vessels, and digital twin technology to future proof the entire maritime industry
Highlights from the symposium
The event brought together prominent voices in the maritime sector, Egbert Vuursteen (Wagenborg) and Guus van der Bles (Conoship), who emphasized that the key to succes is collaboration. Panel discussions explored critical topics, including:
- The role of green methanol in sustainable shipping
- How digitalization can enhance operational efficiency and reduce emissions
Participants were invited to affirm their commitment to the DGMC’s goals, signalling a strong determination to address the industry’s most pressing challenges. Collaboration among partners from various sectors within the industry will be essential. The symposium’s positive and ambitious atmosphere provided a significant boost to these efforts.
The Road Ahead
The DGMC aims to transform the challenges faced by the maritime industry into opportunities for innovation and growth. By accelerating the adoption of green technologies such as green methanol, hydrogen propulsion, and onboard CO2 capture, the coalition is paving the way for a more sustainable future. At the same time, digitalization efforts, including robotized shipbuilding and digital twins, will make the industry more efficient and future-proof.
A Collective Effort
The symposium underscored that collaboration is key to achieving these ambitious goals. Industry leaders, such as Egbert Vuursteen of Wagenborg, called on shipyards, suppliers, and other stakeholders to unite in building the “ship of the future.” The discussions highlighted the importance of sharing knowledge and aligning efforts to address workforce shortages, regulatory challenges, and global competition. Intensive collaboration between northern Dutch knowledge industries and organizations in the maritime industry will allow for large scale innovation projects. Industry wide incentives can speed up the innovation process and enable the crucial SME sector to benefit and contribute to industry-wide efforts.
A Call to Action
Conoship International, as a leading player in the DGMC, invites maritime professionals, companies, and institutions to join this initiative. Together, we can innovate, adopt sustainable practices, and secure the Northern Netherlands’ position as a global leader in shipbuilding. The DGMC is committed to keeping its partners and the public updated on new developments as we steer toward a green and digital maritime future.
Do you want to know more about the initiative or do you want to know what you can do to help the Digital & Green Maritime Coalition?
