In September 2025, TKMS signed contracts with three suppliers to procure the propulsion technology for the new Polarstern on behalf of the Alfred Wegener Institute. The aim is to utilise technologies that enable particularly low-noise and low-emission research at sea and in the polar regions. CEO Oliver Burkhard emphasised the importance for TKMS: "By selecting the complex propulsion system for the new Polarstern, we are ensuring that we meet the high customer requirements for reliability, environmental protection and sustainability."

Drive technology for sustainable and emission-free research Four generator sets from Wärtsilä were selected for power generation. Two of the engines are dual-fuel-capable, meaning that they can run on methanol as well as conventional diesel. In addition to a sustainable energy supply, a complex battery system will be integrated into the new Polarstern to enable completely emission-free research operations. A highly effective diesel particulate filter cleans the exhaust gases produced during diesel operation before they are treated in an SCR catalytic converter from Wärtsilä. Two rudder propellers from Finnish company Steerprop and a fixed centre propulsion system from Finnish manufacturer Aker Arctic are used for propulsion. The entire propulsion system is designed to fulfil the highest climate and environmental protection requirements. The Polarstern is scheduled to be handed over to the Alfred Wegener Institute research community in 2030.

Technical data on the drive system

• Overall performance: W31 four-stroke generator sets - 33.1 MWe

• Storage capacity battery system (correction): An approx. 17,800 kWh battery system enables emission-free measurements without fuel consumption for 2 - 3 hours

• SCR catalytic converter (selective catalytic reduction): Conversion of up to 90 % of climate-damaging nitrogen oxide emissions into elemental nitrogen and water

• Diameter rudder propeller (azimuth propulsors SP 160 PULL ARC LM): 4,8 m

• Centre propeller diameter: 5,4 m

Der Beitrag Die neue Polarstern erhält Antrieb von Wärtsilä erschien zuerst auf marineforum.

It had already been an issue on the coast for weeks. It is therefore not surprising that this decision has been made. The timing on a Monday morning in September 2025 is also not necessarily sensational, as the market for naval shipbuilding is currently very dynamic and urgent. Negotiations have been going on since August. The pressure to become more powerful industrially in Germany has existed for three years due to the explosive security policy situation. Whether the culture of a Düsseldorf-based company focussing on a land-based portfolio can be reconciled with the way of thinking on the coast is not just an arabesque. The well-known fact that the succession issue of the Lürssen families played a not insignificant role in the spin-off is actually gossip, but a long-awaited consequence.

What actually happened?

Corvette Cologne under construction 2023, Photo: Daniel Angres

In 2021, Fr. Lürssen Werft GmbH & Co. KG, based in Bremen Vegesack, separated from the Defence division and founded NVL B.V. & Co. KG, initially in the same building in Vegesack. Since then, NVL has owned Blohm+Voss in Hamburg, the Peene shipyard in Wolgast, the Neue Jadewerft shipyard in Wilhelmshaven and the Norderwerft shipyard in Hamburg as well as other foreign locations in Australia, Bulgaria and Croatia. NVL has immense potential in naval shipbuilding; with the exception of submarines, it can repair and build pretty much anything that the navy and authorities want and that is in demand abroad. As a repair yard owner, NVL is an important partner of the German Navy. With a current order volume of over 7 billion euros, corvettes, fuel supply vessels and fleet service boats are being built, a design for new tenders is in the drawer and the joint venture with Kraken Technology Group in the UK is looking to a new weapons and reconnaissance future. Whether Damen Shipyards Group will remain in the running as a subcontractor for the Class 126 frigate for the German Navy - and whether it will be built at all - is an exciting prospect in the near future.

Sale of the division and retention of expertise

As the company announced today, Rheinmetall plans to take over all NVL sites and employees and to integrate and further develop them, together with their current management, as a separate division within the Rheinmetall Group. This cannot be otherwise, as Rheinmetall has no shipbuilders or engineers with a maritime focus in its ranks, not to mention the skilled labour. The sale is still subject to approval by the competition authorities. This consolidation is commercially necessary and timely in terms of security policy. Friedrich Lürßen, Managing Partner, commented: "We believe that consolidation within the defence industry is necessary and sensible, particularly in view of the intensified threat situation. This is the only way to ensure our country's ability to defend itself quickly. With the sale of NVL to Rheinmetall, we are now creating the conditions for a powerful defence champion with broad-based systems expertise. We are delighted to have found in Rheinmetall a trustworthy and strong partner who can secure a successful future for NVL and its employees." His cousin Peter Lürßen, also Managing Partner of Lürssen Maritime Beteiligungen GmbH & Co KG, adds: "The talks in recent weeks have shown that the chemistry between our companies is right and that we have similar values. It is important to us to place our marine division, our technological expertise and, above all, the approximately 2,100 employees of NVL in good and reliable hands." This is not only a political responsibility, but also a commercial and entrepreneurial necessity: the consolidation of legacy assets is urgently required, as the various shipyard locations of the NVL Group are differently equipped for a different security policy situation in the future. You also need a large, good investor to secure the investments of the future.

Naval shipbuilding becomes more complex

Construction of the MBV 707 fuel supply vessel at the Neptun shipyard in Rostock in 2024 Photo: hsc

In the past, shipyards built warships and bought weapons and systems for them, installed them and built on them. The shipyard set the pace and placed the order, the others were just the suppliers. Things are different today: you have to think systemically, right from the first weld seam. The complexity of command and control and weapon systems has changed considerably and networking and interconnection are the guiding principles. Added to this are unmanned and autonomous units in the air, on the water and underwater. The integration of weapon systems sets the pace and unfortunately also the completion dates, as can be seen in the example of the Class 130 corvettes - and not only there and not only at NVL. Rheinmetall's naval division, which is now to be established, is coming up against a company that is currently the most important supplier of defence technology and has hardly made a maritime appearance to date, apart from the development of simulators for the navy and ammunition. This is one of the many synergetic opportunities to dovetail expertise in weapons and ammunition systems with naval shipbuilding. In addition, NVL has many properties and industrial sites with already established production factors from which Rheinmetall can benefit. It is conceivable that vehicles could also be manufactured in an unused shipyard hall.

Takeover as early as 2026

Shipyard employees present commemorative plaque for the keel laying of the new fleet service boats in Wolgast in 2024. photo: hsc

The two companies are aiming to complete the takeover by the beginning of 2026. No information about the purchase price was released to the outside world; the parties have agreed not to disclose it. "Rheinmetall will be a relevant player on land, at sea, in the air and in space," explained CEO Armin Papperger. Rheinmetall is thus developing into a "cross-domain systems house". Rheinmetall wants to meet the massively increasing requirements of the naval forces and the rising budgets for procurement "with high-performance system solutions" - such as "naval missiles and launchers, main and secondary guns for the navy, missile defence, sensors and other electronics", said Papperger. But the takeover also needs to be financed, and Rheinmetall is negotiating with investors including One Equity and Mutares. This was reported by the Handelsblatt.

Lürssen now "only" builds yachts

In future, the Lürssen Group will concentrate exclusively on the construction and repair of mega yachts. Until now, as a specialist shipbuilder, the company has been good at providing technological support to each other in a crossover technology between its Defence and Yacht expertise. A mega yacht is also a specialised ship and the customers, whether naval or billionaire, have special requirements and are demanding. Both want the best and the latest. It remains to be seen how this cross-fertilisation will work out.

National champion?

This does not answer the question that has been discussed for years as to whether Germany will now have a leading national naval shipbuilder like France, Spain or Italy. There are still important shipbuilders and high-tech shipyards with a future on the Kiel Fjord and the Lower Weser, which are taking note of today with suspicion, but also calmly. Competition still stimulates business. TKMS also needs an investor, but Rheinmetall is unlikely to be one - this opportunity was missed by the last government. We will soon find out who comes into question - it remains exciting.

Der Beitrag Lürssen verkauft Marineschiffbau an Rheinmetall erschien zuerst auf marineforum.

It had been a topic of conversation on the coast for some time: would the German Navy's goals of planning a successor to the Class 124's air defence capability in the form of the Class 127 be compatible with the Norwegians' plans for a new frigate class? The positive signals from the submarine co-operation, which heralded a new era not only technically but also politically, gave rise to hope. The cooperation is also developing in an exemplary manner on a personal level. People like each other. But that has nothing to do with whether the product fits. And it doesn't for the Norwegians.

TKMS is not the loser

Norway has examined what is possible from France, Germany, the USA and the UK. It was not to be expected that Spain would be considered again. At the latest since the difficult and expensive procurement of the Fridtjof Nansen class and the settlement with Navantia over the "Helge Ingstadt" accident, this would have been impossible to explain to the Norwegian taxpayer. Kiel-based TKMS did not take part in the tender, which is why the statement from TKMS is not very excited: "With the current construction contract for four 212CD-class submarines, TKMS has a close, trusting and successful cooperation with Norway in the underwater sector. Two further boats are still awaiting a final decision in Norway. In the surface area, TKMS is ready for the procurement of the F127 air defence frigate by the German Navy, among other things. The Bundestag had already set the course for this at the end of 2024," said a spokesperson.

Type ship Type 26 "Glasgow", Photo: BAE Systems

European Partnership

Norway has now decided in favour of the Type 26. This gives Norway another strategic partner and triggers the largest investment in the country's defence capabilities. The purchase is not the end of the story: Norway and the United Kingdom are planning a binding agreement to cooperate on the acquisition, operation and further development of frigates in order to jointly strengthen security in the far north. Delivery is scheduled to begin in 2030. The United Kingdom pledges industrial co-operation to the value of the purchase, while separate agreements will be negotiated with industrial partners.

Classic frigate construction despite changes in naval warfare

The Norwegian Type 26 variants are specially equipped for anti-submarine warfare. That sounds "classic", but naval forces will be confronted with drone weapon systems in the future - including underwater. Opponents can dominate through mass and cost-benefit advantage. The associated fundamental reassessment of defence strategies in NATO, particularly in the maritime sector, has not yet been reflected here. We are curious to see how this will also be conceptualised for attack operations, as this is the first new frigate class in NATO to be planned based on the findings from the Black Sea.

Der Beitrag Norwegen beschafft Fregatten in Großbritannien erschien zuerst auf marineforum.

The last seven of the Class 143A fast patrol boats decommissioned at the end of 2016 and laid up at the Kiel Naval Arsenal (MArs Kiel) have been transferred to the Dutch heavy-lift transport vessel MV "Happy Sky" in a loading and securing operation lasting several weeks. An initial transport project failed in November 2024 due to mussel growth on the underwater hulls caused by the long laytime - the growth would have prevented secure mooring with straps on the "Happy Sky" and the short-term cleaning of the hulls would have caused some problems. A second attempt with a Chinese transport ship also fell through. Now it seems to have worked - as the series of pictures shows.

The last seven speedboats of the class, photo: Michael Nitz

The transport ship left Kiel on 14 August 2025 with the rare cargo on board, bound for Aliaga near Izmir, deep on the west coast of Turkey. There, the speedboats are now to be processed for decommissioning the 42 MTU diesel engines (28 AnDiMot and 14 EDiMot) scaffolded on board. However, further utilisation of the boats is contractually excluded.

After the heavy-lift transport ship passed through the Strait of Gibraltar on 20 August 2025, the transport is expected to reach its port of destination on 25 August 2025, according to calculations by Schiffstracker. According to informed sources in the shipping industry, the buyer of the seven 57.6 metre-long boats, which used to travel at speeds of up to 42 knots, is located in the area of the scrapping and recycling companies in Aliaga.

Upper deck cargo. Photo: Michael Nitz

While the speedboats ex-S80 HYÄNE, ex-S79 WIESEL, ex-S75 ZOBEL (in a triple pack forward from port to starboard), ex-S76 FRETTCHEN and ex-S73 HERMELIN (aft) are moored on the upper deck of the heavy-lift transport vessel, ex-S78 OZELOT and ex-S72 PUMA are in the hold.

Since 2016, the S71 GEPARD has been a museum ship in the German Naval Museum in Wilhelmshaven. S74 NERZ and S77 DACHS were sold to a Lübeck-based company for further utilisation in March 2012 following their decommissioning due to personnel and spare parts shortages.

Watch video

M. Nitz, A. Stephenson (Commander S80 HYA 1987-89)

Speedboat S76 Frettchen (class 143A). Photo: Bw/B.Wilke)

Der Beitrag Endgültiges "Good Bye Schnellboote"! erschien zuerst auf marineforum.

Russian media are reporting that the state-owned port operator Rosmorport has cancelled an order for two icebreakers worth over 171 million euros from a Russian shipyard. They had been ordered in July 2021, before the invasion of Ukraine, and were originally due to be delivered in 2024. Sanctions are cited as the reason for the postponement of the delivery date to December 2026 and now for the cancellation of the entire order, as important equipment can no longer be sourced from the West.

The order included two 95-metre-long icebreakers that can break through ice up to 1.5 metres thick. The design included a dual-fuel propulsion system with LNG, as well as a Finnish Wärtsilä generator and Azipods (rudder propellers) from France, both of which are covered by the sanctions.

Russia officially denies the impact of the sanctions and states that it is building up internal capacities to close the gaps in equipment caused by the sanctions.

We may soon find out whether the Russian president gave the US president a hint at the meeting in Alaska on 15 August that he would be prepared to deviate from the maximum demands in the Ukraine war in return for an easing of sanctions.

kdk, Maritime Executive

Der Beitrag Russland – Sanktionen beenden Werft-Aufträge erschien zuerst auf marineforum.

The SAiL will take place in Bremerhaven from 13 to 17 August 2025. The international meeting of windjammers is one of the largest maritime events in the world. Ships from over 16 nations take part.

The German Aerospace Centre (DLR) will be presenting its maritime research topics on the Science Mile in the fishing port. It also invites visitors to take part in a variety of hands-on activities.

Hands-on activities for visitors

A variety of activities at the DLR stands offer young and old interested parties the opportunity to experience maritime research at DLR in a playful way. Not only can they steer a boat through a wind farm themselves and secure it against saboteurs, visitors can also slip into the role of security personnel and detect smuggled freight in sea containers using cosmic radiation. In an experiment on the hydrogen process chain, visitors follow the path of hydrogen on a small scale, from electrolysis to transport by ship and pipeline to the launch of a paper rocket.

Virtual space flight in the SPACEBUZZ ONE

One of the highlights is a 15-minute virtual space flight with the SPACEBUZZ ONE. In the rocket-shaped SPACEBUZZ ONE from the German Space Agency at DLR, spectators take a seat on movable seats, put on VR goggles and experience an unforgettable virtual space flight into space. They leave our Earth for 15 minutes and orbit it and the International Space Station ISS. From the perspective of astronauts, they learn a lot about our home planet and man-made climate change before travelling on to the moon and finally landing back on Earth. The flight will be accompanied by avatars of the German ESA astronauts Alexander Gerst and Matthias Maurer. As an ESA reserve astronaut in the flesh, Dr Carmen Possnig will give a talk about her training as an astronaut at SPACEBUZZ ONE on the Science Mile on 14 August 2025.

Research vessel for climate-friendly drives

The DLR is currently pressing ahead with the construction of its planned research vessel. The ship is to serve as a floating laboratory for climate-friendly propulsion technologies. It was commissioned from Lloyd Werft Bremerhaven at the beginning of the year. The first steel plate will be cut at Flensburger Schiffbau Gesellschaft. The ship will be used to test and further develop various propulsion systems, for example based on hydrogen, ammonia, liquefied natural gas (LNG) and batteries. It will be 48 metres long and eleven metres wide. Once completed, the ship will have its home port in Kiel. Visitors can see a model of the research vessel on the Science Mile at the SAiL.

Underwater technology for maritime situational awareness

Against the backdrop of current world events, security research for maritime infrastructures is more important than ever. In the MARLIN (Maritime Awareness Realtime Instrumentation Network) project, for example, DLR is working on a real-time situation picture for harbours. It is intended to help authorities and harbour operators to keep an eye on the situation at all times and to be able to intervene proactively in the event of an incident.

Satellites provide images of the world's oceans

DLR is working on the development of new algorithms that extract up-to-date information on the state of the oceans from radar images from various satellites. The satellite data is received several times a day at the DLR ground station in Neustrelitz. The algorithms developed calculate information on wind, swell, sea ice cover and icebergs from the satellite data within a few minutes and are displayed digitally on a table for visitors to the SAiL.

Maritime test field combines real boat and simulation

The eMIR (e-Maritime Integrated Reference Platform) test field is helping to make the shipping of tomorrow safer and more efficient. The sea area from Brunsbüttel via Cuxhaven and Wilhelmshaven, Helgoland to Emden has been equipped with technology for eMir. The test area offers commercial companies, authorities and research institutes the opportunity to research and develop assistance systems and concepts for autonomous ships. One example of this is the AMISIA project (Advanced Port Maintenance: Intelligent, Sustainable, Innovative and Automated Dredging). DLR has developed concepts for an autonomous dredger together with Niedersachsen Ports.

SPACEBUZZ ONE, image: DLR.

SPACEBUZZ ONE, image: DLR.

Autonomous diving robot, image: DLR (CC BY-NC-ND 3.0)

Autonomous diving robot, image: DLR (CC BY-NC-ND 3.0)

The sea cat during a mission in the harbour basin, image: DLR (CC BY-NC-ND 3.0)

The sea cat during a mission in the harbour basin, image: DLR (CC BY-NC-ND 3.0)

The DLR research boat Josephine in Emden harbour, image: DLR (CC BY-NC-ND 3.0)

The DLR research boat Josephine in Emden harbour, image: DLR (CC BY-NC-ND 3.0)

Model of the future DLR research vessel, image: DLR (CC BY-NC-ND 3.0)

Model of the future DLR research vessel, image: DLR (CC BY-NC-ND 3.0)

Ship bridge simulators, image: DLR (CC BY-NC-ND 3.0)

Ship bridge simulators, image: DLR (CC BY-NC-ND 3.0)

Der Beitrag DLR stellt sich auf der Wissenschaftsmeile in Bremerhaven vor erschien zuerst auf marineforum.

The "Gerald R. Ford", which entered service on 22 July 2017, replaced the "Enterprise" as planned. The aircraft carrier CVN-80, which is already under construction, will again be named "Enterprise".

On the construction planning of the US aircraft carriers: U.S. aircraft carrier - modernisation

During a joint manoeuvre in the Caribbean, the German submarine "U 24" (class 206A) managed to approach the "Enterprise" unnoticed by the security vessels, successfully shoot a simulated torpedo fan at the carrier and photograph it through the periscope. This is according to a report published in the Hamburger Abendblatt in 2007. Are there any contemporary witnesses who can provide us with a picture for publication (with image rights)?

kdk, Stars and Stripes, Hamburger Abendblatt

Der Beitrag USA – weiterer atomgetriebener Flugzeugträger wird abgewrackt erschien zuerst auf marineforum.

One Analysis of the F126 frigate project: Causes of the delay, cost risks and alternatives.

Shipbuilding at the turn of the century

Germany's largest naval construction project since 1945, the F126 frigate project, is facing considerable delays and cost increases: The delivery of the first frigate, originally planned for 2028, is likely to be delayed until at least 2031. The resulting critical capability gap at a time of heightened geopolitical tensions has sparked a debate about the possible cancellation of the billion-euro project and an exploration of different options. In view of the perceived threat from Russia, time is becoming a decisive factor. A reassessment will have to include consideration of bold alternatives - including the role of unmanned maritime systems. 

The F126 - a precedent for procurement

The F126 frigate, also known as the Niedersachsen class, is intended to replace the ageing Brandenburg-class frigates (F123) and, as a multi-purpose combat ship - MKS 180, as it was originally designated - will be able to fulfil a wide range of missions, including global operations. The original order for four ships worth €5.5 billion was awarded to the Dutch Damen Shipyards Group in June 2020 following the first European tender (launched in mid-2015) against German competitors. By awarding the contract, Damen committed to generating a large part of the added value in Germany: The construction was to be carried out with the Hamburg shipyard Blohm&Voss, part of the Naval Vessels Lürssen Group (NVL), and regional German shipyards belonging to it.

By exercising the option for two further ships in June 2024, the total value of the order rose to around EUR 9.8 billion.

Serious problems with the IT interfaces and the transfer of construction plans between Damen Naval and the German subcontractors are said to be the main reason for the acute difficulties in the project. At least according to the official language. Mastery of the French Dassault software is essential for handling the design drawings in the shipbuilding companies - and this is causing difficulties. This requires extensive reworking both by the Dutch contractor itself and subsequent adjustments, particularly at the German shipyards. 

Keel laying of the first frigate F126 - first bottom section. Photo: Uwe Mergener

However, sluggish progress in the detailed design phase translates into the threat of a standstill in shipbuilding - resulting in a cascading delay in the construction programme until the individual ships are delivered. Officials speak of at least two years. In the meantime, insiders assume four years. Some members of the German parliament now consider the project to be a failure and are calling for it to be cancelled and for a national replacement solution to ensure the navy's ability to act.

However, the financial impact of a cancellation would be serious. Documents from the German Bundestag show that over 1.8 billion euros can already be traced as a cash flow in the context of the F126 project - a sum made up of actual expenditure for 2020, 2021 and 2024 as well as target estimates for 2022 and 2023. These funds usually include advance payments for planning, infrastructure or technology transfer. 

The delay also has far-reaching consequences for Damen Naval itself. As interim payments from the client are contractually linked to the progress of construction work, these have been suspended for the time being. However, as the company had calculated on this income, this has resulted in an "acute financial emergency" at Damen Naval. According to reports from the Netherlands, government measures were already required to support the company financially. This is not only due to the F126 project, but also to other major Damen Naval orders, such as the planned sub-hunting frigates for the Netherlands and Belgium, which can only be realised by a solidly financed company. Cancelling the F126 project would not only mean considerable losses in the billions, but also serious reputational damage for Damen Naval. Moreover, cross-sectional effects on the European defence industry cannot be ruled out.

Did you miss the warning signals?

Were there any indications of the critical complexity of the project? In the 19th Armaments Report (editorial deadline April 2024, publication July 2024), technical delays in the IT interfaces between Damen Naval and the subcontractors were mentioned, but at the time it was still believed that these could be compensated for with existing time buffers. In retrospect, this assessment proved to be too optimistic. In retrospect, the industry's reluctance to advertise in specialist publications such as the Wehrtechnischer Report on the F126 published in September 2024, for example, could have been interpreted as an early warning sign of a lack of confidence in the smooth implementation of the project.

F126. Graphic: Damen Naval

In response to an enquiry about delays and financial performance, the Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw) merely confirmed that the contractor had reported a delay in the delivery of the first ship. The contractor is working together with its subcontractors on a revised overall project plan. The BAAINBw takes delays very seriously, but also emphasises the high technical and organisational complexity of such major projects. In response, internal management and controlling mechanisms had been adapted, project management had been strengthened and closer coordination with industry had been promised. This unspecific statement also did not address specific questions about missed payments to German suppliers or the solvency of Damen - a statement that does not help to dispel the ongoing lack of transparency in this project.

Legal and political challenges would arise if the project were to be cancelled. Depending on the contract, parts of the payments could also be reclaimed, particularly if Damen Naval fails to fulfil its contractual obligations. Relevant cases from the defence industry show that reclaims can result in lengthy international legal disputes. 

On the other hand, design plans, fuselage sections already started or equipment already provided could, if sensible and technically feasible, be adopted for other programmes (such as a modified F126/MEKO extension type). 

In Wolgast, two aft construction sections were started and partially completed at the Peene shipyard.

Ways out of the situation

Option 1: Restart by German consortium

In view of the ongoing problems, there are increasing calls for the project to be cancelled. Members of parliament such as Bastian Ernst (CDU) have called for the contract with Damen Naval to be cancelled and for the project to be restarted under a purely German industrial consortium led by TKMS - together with Naval Vessels Lürssen (NVL) and GERMAN NAVAL YARDS. This option would not only strengthen the German shipbuilding industry, but could also lead to a consolidation of the shipyard landscape in Germany through mergers or takeovers.

Meko-A200 frigate. Graphic: TKMS

The answer to the question of whether a German consortium could continue the project in the event of Damen Naval's insolvency is complex. On the one hand, German industry has the necessary expertise, as demonstrated by the involvement of Blohm+Voss, Peene-Werft and German Naval Yards as subcontractors in the F126 project. On the other hand, TKMS, which was not selected in the competition for the F126, has proven frigate types such as the MEKO A200 in its portfolio, which could be adapted to the requirements from Berlin, Koblenz and Rostock. The challenge for TKMS would then be to simultaneously manage the F127 frigate construction programme, which the shipyard would like to build as general contractor. Which options the BMVg might favour is not yet publicly known.

Option 2: F127 as a high-end solution with a long start-up time

What if the F126 was dispensed with altogether? Parallel to the F126 crisis, the F127 frigate project is also progressing. These ships are designed to replace the F124 Sachsen class and are due to enter service from the mid-2030s. Their main task is state-of-the-art air defence, i.e. the engagement of air targets including a contribution to defence against ballistic and hypersonic missiles. With a displacement of around 10,000 tonnes and the integration of the American AEGIS combat system with 64 vertical launch cells (VLS), they will close a crucial capability gap.

Concept frigate 127 based on MEKO A-400 AMD/AAW. Graphic: TKMS

TKMS and NVL entered into a joint venture for the construction of the F127 in September 2024. The utilisation of the TKMS-owned shipyard in Wismar is intended to ease the pressure on other German naval shipyards. However, despite the political urgency and the creation of industrial conditions for an early start to construction in 2025, the F127 is not a quick solution. Its complexity and dependence on long-range items such as the AEGIS system mean that it will not be able to close the immediate capability gap created by the loss of the F126. In any case, there is a serious conceptual difference between the F126 (focussing on underwater operations) and the F127 (focussing on airborne operations).

Option 3: MEKO A200 as a pragmatic interim solution

A possible alternative to the Damen F126 would be the rapid procurement of MEKO A200 frigates. The proven and modular design from TKMS is already in service with various navies around the world. With a displacement of around 3,700 tonnes, it is significantly smaller than the F126 or the projected F127, but offers the potential for faster implementation. TKMS has already shown that these ships can be built in a relatively short time, which would enable a rapid expansion of the fleet.

Meko-A200 frigate - similar to MEKO-A300; Graphic: tkMS

The MEKO A200 is suitable as a multi-purpose anti-submarine warfare frigate and can be equipped with sonar systems and torpedo launchers. Whilst not a complete replacement for the ambitious F126 design, it could provide a basic ASW capability faster than a delayed F126.

The decision in favour of the MEKO A200 would send a strong signal to the German naval shipbuilding industry. 

Option 4: Innovation through unmanned systems

In view of the acute capability gaps and the long procurement cycles for manned large-scale platforms, unmanned systems are becoming increasingly important for the navy - and not just as a temporary solution. Unmanned aerial vehicles (UAVs), surface vehicles (USVs) and underwater vehicles (UUVs) offer a promising opportunity to close gaps cost-effectively and with less risk to human personnel.

Flying UAVs can be used for reconnaissance and surveillance (ISR: Intelligence, Surveillance, Reconnaissance) as well as search and rescue operations. Their operating costs are considerably lower than manned aircraft: an MQ-9B SeaGuardian, for example, costs around 5,000 euros per operating hour, compared to around 35,000 euros for a manned maritime patrol aircraft.
Floating UPSs are revolutionising naval warfare through reconnaissance, mine countermeasures, anti-submarine warfare and surface combat. Their ability to operate in dangerous environments and provide real-time intelligence is invaluable. The war in Ukraine has impressively demonstrated the combat value of disposable drones and accelerated their development. The prototype of the American "Sea Hunter" UAV is being built at a cost of 20 million US dollars, with operating costs estimated at 15,000 to 20,000 US dollars per day - a fraction of the cost of a frigate.

BlueWhale ASW, surfaced. Photo: Atlas Elektronik

Submerged UUVs are designed for ISR, mine defence, anti-submarine warfare and oceanographic research. With lower costs and smaller size compared to manned submarines, they can also operate in extreme underwater environments. Models such as the REMUS 600 or the Leidos Sea Dart, which are available from as little as 150,000 US dollars per unit, enable mass production. The German Navy is already testing the BlueWhale UUV for anti-submarine defence and surveillance.

The NATO promotes the integration and interoperability of maritime drone systems. Annual exercises such as REPMUS serve as testing grounds for the cooperation of unmanned systems with manned units. The USA have also introduced new guidelines for rapid drone procurement to achieve "full integration of small UAS" by 2027 and to equip "every unit with low-cost, expendable drones". Overall, cost efficiency, risk reduction for personnel and rapid deployment capability make the modern drone an essential element of current naval warfare.

However, the integration of drones into the fleet is not without its challenges. These include the technically secure cooperation of the various systems with manned platforms, the development of robust command and control architectures, cyber security and the establishment of a clear legal and ethical framework for the use of autonomous weapon systems. These are challenges - but they must not be allowed to become obstacles!

From the frigate crisis to a technological awakening

For the already "battered" navy, this crisis surrounding the F126 project is a bitter brake on the way forward. For the ministerial armaments organisation and the German armaments industry, it is another "blow with the fence post"! On the way out of the crisis, neither the navy, the ministry nor the German shipyards must be harmed - we have no time now for a pointless search for culprits!

If a decision is actually made to cancel the project, this would be a serious blow to defence cooperation in Europe and could fundamentally jeopardise future major international projects - which is already implied by the imbalance at Damen. However, in the current threat situation and during Europe's current financial upheaval towards adequate equipment, this would be a completely misguided sign. The current, financially unimaginably extensive armaments programmes must not be allowed to disintegrate into hundreds of national penny graves, but need a cooperative, European approach.

The F126 case, which was "sent down a difficult path" (not to say "botched") a good decade ago in terms of defence policy, once again calls for an urgent, radical and courageous reform of military procurement processes in order to arrive at quick and sensible solutions. Of course, this also applies to the F127 frigate, whose programme should benefit significantly from an acceleration of the processes, but even if these large frigates are completed ahead of schedule, they certainly do not represent a solution to the current F126 problem. A simpler, national alternative programme such as MEKO A200 could build a pragmatic bridge when exiting the Damen Treaty in order to increase the German presence at sea in good time and secure basic capabilities for the navy. A solution that would be associated with financial, legal and industrial policy risks. There is a lot to be said in favour of a pragmatic solution that can be realised by German shipyards. The prerequisites would be a political consensus and the willingness to make difficult industrial policy decisions.

In the meantime, unmanned systems could be integrated into the fleet at an accelerated pace in order to bridge capability gaps. Vice Admiral Jan C. Kaack, Inspector General of the Navy, sees "Course 2025" as the way forward in a hybrid fleet in which large manned platforms operate synergistically with a growing number of autonomous systems. In addition to financial investment, this means a cultural shift towards greater agility and a willingness to take risks in military procurement.

Table.Security.Briefings reported on 16 July that the Chancellery had no position on the F126 issue - how could it? It would be premature to escalate to this level anyway, as the contractual and industrial policy procedure must first develop. And parliamentary opinion-forming, of course. Defence industry changes in the national and European shipyard landscape also require a certain amount of time to mature. However, there is no time to lose!

However, it would be good to support a pragmatic solution from the official and political side with self-confidence and courage.

hum, ajs

Der Beitrag F126 auf Legerwall – Wege aus der deutschen Fregattenkrise erschien zuerst auf marineforum.

The shipbuilder wants to be perceived more strongly as an independent company and is therefore also changing the background colour from blue to anthracite. The new logo is an important milestone on the way to an independent positioning and at least a visual differentiation from the parent company ThyssenKrupp.

The background to this is the planned IPO, probably before the end of this year. Specifically, TKMS Managing Director Oliver Burkhard expects the shareholders of ThyssenKrupp AG to decide on an IPO at an extraordinary general meeting this summer. Burkhard assumes that the shareholders will "support this decision favourably". The plan is for ThyssenKrupp AG to hold 51 per cent of the shares. The remainder is to be freely traded on the stock exchange.

The IPO is intended to raise capital for new investments, including new jobs. This is because the various orders, including for the German Navy, will ensure high capacity utilisation for the shipyard in the coming years.

kdk, ndr, defence-network

Der Beitrag Kieler Werft TKMS mit neuem Logo erschien zuerst auf marineforum.

Commissioning of "Rügen" in the harbour of Stralsund. Photo: Stralsund Main Customs Office

The Directorate General of Customs commissioned the Peene shipyard to design and build three new customs vessels with climate and environmentally friendly liquefied natural gas (LNG) propulsion. The first customs vessel of this type was handed over to the customer on schedule at the end of March. "Thanks to the outstanding teamwork of all partners involved and the close coordination with our customer, we also succeeded in delivering the second ship on schedule," said Harald Jaekel, Managing Director of the Peene shipyard, which belongs to NVL. "We are now working on bringing the project to a successful conclusion with the completion of the third and final ship and living up to our reputation as a reliable partner in the construction of technically sophisticated specialised vessels."

Harald Jäkel, Managing Director of NVL Peene Werft Wolgast. Photo: hsc

The primary task of the ocean-going vessels, which are made of aluminium, is to control and monitor the cross-border movement of goods within the territory and the Exclusive Economic Zone (EEZ) of the Federal Republic of Germany. In addition, the ships will have medical treatment capabilities, external fire-fighting equipment and the ability to provide emergency towing for casualties. The ships are designed for eight crew members.

The customs ship "Rügen" was ceremoniously put into service in the spring. The three ships of the 55 metre class are intended for use in the North Sea and one for use in the Baltic Sea.

Der Beitrag Peene-Werft liefert Zollschiff aus erschien zuerst auf marineforum.