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| Van der Giessen de Noord | |
|---|---|
| Name | Van der Giessen de Noord |
| Industry | Shipbuilding |
| Fate | Bankruptcy and closure |
| Founded | 1884 (as Van der Giessen), 1920s merger leading name |
| Defunct | 2003 |
| Headquarters | Krimpen aan den IJssel, Netherlands |
| Key people | T. van der Giessen; H. de Noord; management boards |
| Products | Ferries, bulk carriers, offshore vessels, tugboats, dredgers |
| Num employees | ~1,300 (peak) |
Van der Giessen de Noord was a Dutch shipbuilding company based in Krimpen aan den IJssel, active in the 19th–21st centuries and noted for constructing ferries, cargo ships, and specialized vessels. The yard played a role in Dutch shipbuilding industry developments, interacting with firms such as IHC Merwede, Royal Schelde and markets represented by operators like Stena Line and DFDS. Its trajectory intersected with Dutch municipal policy in South Holland, European competition, and global shipping trends involving companies like Maersk and CMA CGM.
Van der Giessen de Noord traces roots to family-owned shipways established in the late 19th century alongside yards such as Wilton-Fijenoord and De Rijke Scheepsbouw. The modern name emerged after consolidation with nearby concerns during the 20th century, mirroring mergers seen at IHC Holland and Concordia Damen. During the post‑World War II era the yard engaged with reconstruction efforts similar to RDM Rotterdam and exported ships to clients including Norwegian and British interests. In the 1970s–1990s the company navigated pressures from European Union market liberalization and competition from South Korea and Japan, collaborating with shipowners like P&O Ferries and Stolt-Nielsen. Financial strain in the early 2000s, amid shifting demand and overcapacity affecting peers such as Van der Giessen and Kraanspoor, culminated in insolvency proceedings and the yard's closure.
The yard specialized in roll-on/roll-off ferries, reefer vessels, offshore support ships, and dredging craft, comparable in portfolio to Royal IHC and Feadship. Contracts included passenger ferries for operators like Caledonian MacBrayne and cargo vessels for companies such as Wallenius Wilhelmsen. Van der Giessen de Noord delivered ships outfitted with engines from manufacturers like MAN and Wärtsilä, navigation systems supplied by firms such as Furuno and Kongsberg, and auxiliary equipment from suppliers including ABB and Siemens. The yard also completed conversions and repairs in parallel with European refit yards like Blohm+Voss.
Located on the Hollandse IJssel in Krimpen aan den IJssel, the shipyard occupied drydocks, covered slips and outfitting berths akin to facilities at Schiedam and Delfzijl. Proximity to the Port of Rotterdam logistics network enabled supply-chain links with companies like Boskalis and Van Oord. The site featured heavy lifting gear from suppliers comparable to Gottwald cranes and steelwork workshops collaborating with subcontractors such as Feyenoord Steel and regional fabricators in South Holland. Nearby rail and road connections linked the yard to distribution hubs serving clients across Benelux and Germany.
Throughout its existence ownership evolved from family proprietorship to corporate arrangements reflecting trends seen at IHC Merwede and Damen Shipyards Group. Boards included representatives with ties to regional chambers such as the Rotterdam Chamber of Commerce and financiers from institutions like ING Group and Rabobank. Partnerships and joint ventures featured local suppliers and design houses comparable to Lloyd's Register and Bureau Veritas for classification oversight. Attempts to restructure involved negotiations with municipal authorities in Krimpen aan den IJssel and national bodies similar to the Ministry of Economic Affairs (Netherlands).
At its peak the yard employed roughly 1,000–1,500 workers, contributing to employment patterns mirrored in towns with yards like Vlissingen and Harlingen. It supported regional supply chains including steel suppliers, marine equipment firms, and maritime training institutions such as Maritiem Instituut Willem Barentsz and Hogeschool Rotterdam. Contracts generated economic activity for local service providers and influenced municipal revenue streams, comparable to the economic roles played by Scheepswerf De Hoop and Fokker Technologies in their localities.
Notable deliveries included ferries and specialized vessels commissioned by operators and owners like Stena Line, DFDS Seaways, and Scandinavian shipping groups. The yard produced RoRo ferries similar in type to ships ordered by Caledonian MacBrayne and offshore support vessels comparable to units serving Statoil and TotalEnergies. Several ships received classification from Lloyd's Register and were powered by engines from MAN Energy Solutions or Wärtsilä. Specific vessels found service across routes linking North Sea ports and were marketed to shipowners in Norway, United Kingdom, and Germany.
Decline followed global oversupply, price competition from East Asian builders, and consolidated purchasing by large operators such as Maersk Line and MSC. Attempts at refinancing and sale paralleled those of Wilton-Fijenoord and RDM, but insolvency led to closure in 2003. The site’s post-closure phase involved discussions with regional authorities and redevelopment proposals akin to projects in Rotterdam and Schiedam', while former employees transitioned to jobs at nearby maritime firms like Royal IHC and Damen Shipyards Group.
Category:Shipyards of the Netherlands Category:Companies based in South Holland