Caterpillar Marine - Marine Engines Caterpillar

Caterpillar Marine 

2006 

Ocean Going – Commercial Shipping – Pleasure Craft Edition No. 81 

www.cat-marine.com oder www.mak-global.com 

NEWS 

Commercial Shipping Ocean-Going 

Pleasure Craft

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Caterpillar Marine 

N E W S 

Contents 

3 Successful SMM 2006 and Caterpillar presentation 

5 Lively discussions: 19th International Tug & Salvage 

Convention and Exhibition 

6 Holland America Line: MaK engines for the new cruise 

ships of the „Signature“ class 

9 MaK M 43 C – engines for “AIDAdiva”: First engine quartet 

delivered to Meyer Werft 

11 MaK M 20 C: Enhanced M 20 series offering many 

advantages for the operator 

13 Tested quality: Certification for Caterpillar Motoren 

Guangdong Co. Ltd 

15 Caterpillar-engines: New engine plant for 

the “M/S Chi-Cheemaun” 

17 Vollharding Shipyards: On successful course with wide 

product range 

20 Personal dedication as the key to success: Klingenberg 

shipping line celebrating double anniversary 

23 The container turns fifty, and … 

its success story is far from over 

27 Caterpillar Common Rail system for medium-speed MaK 

marine engines: A great step forward 

30 Remarkable Ships 

32 Seen en Route 

Diesel Engine Journal 

for our Business Friends 

December 2006 No 81 

Titelfoto: Pleasure Craft, Commercial Shipping und Ocean-Going: 

Caterpillar serves all marine market segments 

Impressum 

Published by: Caterpillar Marine Power Systems, 

Neumühlen 9, 22763 Hamburg 

Edited by: Hans-Jürgen Homeyer, 

Sales Promotion/Public Relations, 

Marketing Support, Kiel 0431 3995-2686 

Printed by: HB-Medien GmbH, Löhne 

Reprints in whole or part permitted only with due acknowledgement. 

File copy requested.

Successful SMM 2006 and 

Caterpillar presentation 

When the organiser released its 

glowing concluding report on 

SMM 2004, everyone in the 

maritime world agreed that the results 

achieved were a top performance that 

would be hard to better. However, this 

forecast was certainly disproved by 

SMM 2006. Although Hamburg Trade 

Fair is currently undergoing redevelopment, 

the overall area for the SMM 

could be increased by 5,000 sq.m. to 

75,000 sq.m., creating space for a total 

of 1,669 exhibitors − about 200 more 

than at the event in 2004. The SMM, 

shortened for the first time to four 

days, also attracted a record 45,000 

visitors, thus impressively confirming 

its status as the world’s leading trade 

fair for the shipbuilding industry and 

marine equipment suppliers. The general 

confidence in the global sector cer- 

tainly contributed to this outstanding 

result. Bulging order books and 

the excellent prospects in shipbuilding 

markets in the next few years were 

impressively reflected in the upbeat 

mood at SMM 2006. But the SMM is 

also the showcase for new products 

and innovations in shipbuilding. SMM 

2006 was certainly a barometer of the 

swift pace of development in the high 

technology sector of shipbuilding and 

marine equipment suppliers. Exhibitors 

from all areas came to Hamburg with 

world innovations or new products to 

present them for the first time to the 

expert audience. The international significance 

of this trade fair is also underlined 

by the constant growth in foreign 

exhibitor and visitor numbers. An 

impressive 63% of SMM exhibitors and 

38% of visitors meanwhile come from 

In the spotlight 

SMM 2006 • Looking at the stand: 

l., 6 M 32 C with CCR, in front REMAN Info on the 

right of Information Dealerlocator (screen) and 

Megayacht Package 

outside Germany. The exhibitors generally 

confirmed the high expertise of the 

trade visitors. The national presentations, 

totalling 20, are further evidence 

of how highly this fair is rated internationally. 

Super yachts were represented 

for the first time as a new area 

of the SMM. Although there are already 

established events for this growth segment, 

German shipyards in particular 

reported serious contacts with potential 

customers at SMM 2006. 

Caterpillar’s presence at the SMM 

In 2006, Caterpillar Marine Power 

Systems presented itself in the new 

hall A3, in which the entire engine 

and propulsion industry exhibited. The 

stand centrally located in the middle of 

the hall had a surface area of 300 sq.m. 

3

and, of course, as in previous years, had 

a second level covering 150 sq.m. The 

upper level was larger than in 2004 

and offered seating at tables for a total 

of 84 persons. The two brands Cat and 

MaK and the areas Ocean-Going, Commercial 

Shipping, Product Support and 

for the first time the Mega Yachts area 

were presented. 

Making Progress Possible 

“Making Progress Possible” was the 

watchword – in all exhibition areas. 

This reflects Caterpillar’s “Vision 2020” 

strategy and underlines its aim of offering 

customers the best possible return 

on their investments. In shipping, it 

involves everything from project identification 

to sales to the putting into 

operation of entire marine propulsion 

systems, ship financing and maintenance 

agreements, as well as the full 

range of logistics and reconditioning 

and other services for shipping lines 

and ship operators all over the world. 

Many of these services were presented 

at SMM 2006 with exhibits, videos and 

display panels, with a competent stand 

crew providing explanations to customers. 

The eye-catcher at the CMPS stand 

was a medium-speed MaK 6 M 32 C 

engine equipped with the Caterpillar 

Common Rail (CCR) fuel system, a 

proven element of Caterpillar ACERTTM 

technology. Visitors could see how this 

technology is integrated in the engine, 

as the entire area in which the CCR 

technology is installed could be viewed 

and the specialists could observe every 

detail from a platform. The operation 

of CCR technology was demonstrated 

by a video film to show visitors the 

key components and how the system 

works. 

The commercial engines area was 

presented with two exhibits: a Cat C18 

genset consisting of C18 engine and 

Leroy Somer generator on a joint basic 

frame and flexibly mounted, as well 

as a Cat C4.4 genset encapsulated to 

reduce noise emissions. 

Another focus was equipment for 

yachts and mega yachts. Visitors 

showed great interest in a fast-running 

Cat 3516 marine engine equipped 

with REINJES gears on a single frame 

and flexibly mounted as a propulsion 

plant ready for installation in a mega 

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yacht. The exhibits also included a 

Cat C32 ACERT engine for the yacht 

area. This engine equipped with Caterpillar 

ACERTTM technology provides 

enhanced performance as well as lower 

emissions. 

Demand for new engines remains 

high. Nevertheless, the Product Support 

area is very significant in view of the 

need to establish long-term customer 

relationships. Caterpillar certainly has 

something to offer in this respect with 

its network of 200 independent dealer 

organisations with 1,741 branches, as 

well as some 400 authorised dealers 

in ports and marinas – a total of more 

than 2,100 dealer locations worldwide 

manned by well-trained staff helping 

ship operators reduce their operating 

costs. At the SMM stand, the customers 

had direct access via an online link 

to the Dealerlocator for quickly finding 

service stations in Caterpillar’s global 

sales and service network. 

An inexpensive alternative to new 

parts are REMAN spare parts. This was 

shown by two M 32 cylinder heads, a 

used one after 30,000 operating hours 

and next to this a REMAN unit, illustrating 

the high quality of the reconditioning. 

This area was supported by a video 

film showing Caterpillar’s activities and 

technologies for reconditioning used 

parts to make them as good as new. It 

goes without saying that these carry 

the same warranty guarantee as new 

components. 

Estimating operating costs is an 

ongoing challenge for many operators. 

Customer Service Agreements can 

help here. The possibilities and advantages 

for customers were presented on 

a flat screen using a software program 

developed in-house. The great interest 

shown by visitors was certainly proof 

that demand is high in this area. 

The information offered at the fair 

also included customer testimonials 

impressively confirming the high 

quality of products and service with 

statements for Cat and MaK engines, 

a PowerPoint presentation illustrating 

the deployment of Cat and MaK 

engines in the three segments Pleasure 

Craft, Commercial Shipping and 

Ocean-Going with many different 

types of vessel and a film showing the 

functioning and advantages of the FCT 

system for smokeless operation of M 

32 C engines. 

Good engines and comprehensive 

product support are certainly vital, but 

personal contact with the propulsion 

experts from the Caterpillar team is 

also essential for nearly every project. 

Employees of Caterpillar Marine Power 

Systems from the areas EAME, Asia 

Pacific and Americas as well as Application 

Engineering and Product Support 

were thus present at the SMM. 

All important dealers for MaK and Cat 

marine engines were also represented 

with personnel for assisting customers. 

Accompanying events 

A well-attended press conference 

was held on the first day of the SMM 

(September 26th) at which Vice President 

Jim Parker, Roberto Dionisio, Dr. 

Frank Starke and Jaime Tetrault from 

the EAME sales organisation presented 

the developments over the previous 

two years and future objectives. 

The crew of the training ship 

“Großherzogin Elisabeth” visited the 

stand to present a shanty as a token of 

appreciation for the generous support 

provided by MaK Deutschland/Zeppelin 

with the overhaul of the over 30year-old 

Caterpillar propulsion plant 

installed in their vessel. 

Other highlights were two contract 

signing ceremonies. Pon Power (Netherlands) 

signed with Damen Shipyard 

Group (Netherlands) a delivery agreement 

for a further three years for 

approx. 1,500 engines (Cat and MaK). 

At the stand, MaK Deutschland signed a 

delivery agreement with MPC (Münchmeyer, 

Petersen Capital, Hamburg) for 

the installation of a MaK 6 M 43 main 

engine and two Caterpillar C18 units 

and a C18 auxiliary diesel plant in each 

of four ships. 

All in all, a great success 

Customer and visitor interest was 

high on all four days of SMM 2006. 

Despite the expanded seating capacities 

in the upper area as well as three 

conference rooms at the stand and an 

additionally hired conference room in 

Hall A3 close to the stand, the space 

offered was frequently insufficient. The 

extremely high number of visitors was 

also an indication that the right subjects 

and products and services were 

presented at the fair.

Lively disucssions 

19th International Tug & Salvage 

Convention and Exhibition 

All the major market players met to 

swap ideas at the 19th ITS conference 

from April 24th-28th 2006 in the 

conference rooms of the Beurs-World 

Trade Center in the heart of Rotterdam, 

only a few minutes on foot from 

the Harbour Museum and ten minutes 

by car from Europe’s largest container 

port. You meet the traditional 

and modern face of shipping at every 

turn in Rotterdam: shipping is present 

everywhere – in small port areas or in 

the canal system or on the Nieuwe 

Maas – and simply belongs to the city 

and its people. Witness the many historic 

and often lovingly restored ships, 

such as tugs, inland waterway vessels, 

“tjalks” (single-masted, fl at-bottomed 

coastal units) and water craft generally 

– or just stroll along the Nieuwe 

Maas or, better still, gaze at all the 

activity on the water from the impressive 

Erasmus Bridge spanning the 

Nieuwe Maas. But more on this later. 

A Commitment for Cat The ITS conference 

is an event that puts a certain 

responsibility on Caterpillar Marine 

Power Systems because of its market 

leadership in this market segment – 

hence its broadly based commitment 

in the form of a prestigious exhibition 

stand, contribution for the conference 

and sponsoring activity. 

The position of the stand in Beurs- 

World Trade Center is strategically 

oriented directly behind the main 

entrance and an attraction of the 

event, the presentation basin for 

model tugs of the Dutch model tug 

builders club. These models show 

impressive attention to detail and are 

just as manoeuvrable as the originals. 

The demonstration of the tiny tugs 

was both an attraction and a playground 

for many visitors and exhibitors. 

On the second day of the conference, 

Kevin Bruch, Assistant Director 

Engine Research, Technical Services 

Division of Caterpillar Inc., Peoria, out- 

lined in a technical workshop Caterpillar’s 

eff orts and achievements 

in the area of emission reduction to 

comply with the emission regulations 

that can be expected in the future. In 

the afternoon, the conference took a 

break to take part in the meanwhile 

traditional tug parade with as highlight 

the tug ballet, which was performed 

for the fi rst time in 1978, 

when the conference took place in 

Hamburg, and since then has been 

a permanent part of the event. Tugs 

and off shore ships, some over a century 

old, were presented immediately 

in front of Rotterdam Cruise Terminal 

with Erasmus Bridge in the background, 

keenly watched by thousands 

of onlookers on the banks and on the 

bridge. It was a fi ne demonstration of 

the great tradition as well as forwardlooking 

orientation of this special 

area of shipping. Then four tugs gave 

an impressive display of their capabilities 

in the tug ballet. 

A Grand Finale The Thursday 

was another normal working day 

for the conference participants and 

stand crews. The grand fi nale was 


then held in Rotterdam Cruise Terminal 

in the evening. About 600 persons 

attended the Caterpillar Gala Dinner. All 

the guests were welcomed by an artist 

group, the magical White Wings, in the 

fi nest weather and individually greeted 

by employees of Caterpillar EAME, the 

sales organisation for Europe, Africa 

and the Middle East, as well as representatives 

of the Dutch sales organisation 

Pon Power. An interesting 

evening began with a cocktail reception 

and lively discussions, followed by 

a 5-course dinner. Artists entertained 

the guests with acrobatics, conjuring, 

magic and singing, and fi nally there 

was a dance. The dance area was well 

frequented up to the early morning 

hours. The charming Anouschka Wink, 

a former Miss Holland, compered the 

programme. 

“Great location, great weather, great 

business and great fun” was how one 

guest summed up the event before 

disappearing in a taxi. See you at the 

20th ITS conference in Hong Kong in 

2008 everybody, and many thanks to 

Alan Brunton Reed and his crew. 

Part of impressive „tug ballet“ 

5

Holland America Line 

MaK engines for the new cruise ship 

of the „Signature“ class 

Cruises represent an exclusive 

business that has also enjoyed 

constant growth for many years. 

More than 450 cruise ships are currently 

in service offering a very wide 

range of programmes and holiday destinations, 

and over 50 new liners are 

under construction or on order. Caterpillar 

Marine Power Systems is clearly 

gaining ground in this fiercely competitive 

market. It has concluded another 

significant contract thanks to technical 

innovations and organisational 

adjustments, which have proved effective, 

along with its already successful 

record for engines installed in cruise 

ships. 

Promptly in time for this year’s Cruise 

Shipping Convention in Miami, Caterpillar 

Marine Power Systems again concluded 

a contract with Carnival Corporation, 

the world’s largest cruise 

operator, following its order from AIDA 

Cruises last year. Caterpillar Marine is 

to deliver the propulsion plant for the 

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first ship of the “Signature” class, being 

built for Holland America Line (HAL) 

of Carnival Group at the yard of Fincantieri 

Cantieri Navali Italiani in Marghera. 

Four MaK 12 M 43 C and two 

MaK 8 M 43 C engines with an overall 

output of 64,000 kW will be installed 

in this vessel to provide the energy for 

the propulsion system and ship mains. 

In addition to this firm order, the contract 

includes an option for twelve 

MaK marine engines for the propulsion 

plants of two repeat vessels – a 

great success for the long-term policy 

of Caterpillar Marine Power Systems 

in the cruise shipping business and 

another key milestone within its longterm 

development programme. 

A dream ship 

The 86,000t Panamax ship of the 

“Signature” class, due to enter service 

in summer 2008, will be able to accommodate 

2,611 passengers. This is HAL’s 

Cruise liner „Deutschland“ is driven by MaK engines too 

14th vessel and its largest to date. The 

value of the order is put at US$450m. 

The overall newbuilding programme 

for four ships agreed between Carnival 

and Fincantieri is worth over US$1 billion. 

The vessel of the “Signature” class is 

a refinement of the “Vista” class represented 

by the “Zuiderdam”, “Oosterdam”, 

“Westerdam” and “Noordam”, 

commissioned between 2002 and 2006. 

HAL serves over 280 ports in all continents 

with 13 ships deployed in the 

premium cruise sector. HAL, founded 

in 1873, was completely taken over 

by Carnival Corporation in 1989. This 

group now includes twelve companies 

and 79 vessels with a capacity of over 

137,000 beds. Further ships are under 

construction or on order. 

The newbuilding now ordered features 

all well-known features from 

the HAL “Signature of Excellence” 

programme offering new services 

and amenities for passengers. These

MaK 12 M 43 C engine. Four units of this type as well as two 

8-cylinder engines are to be installed in the newbuilding. 

include, for example, a deck restaurant 

seating 144 guests, an excellent wine 

lounge, a baths section and the largest 

fitness room ever provided on a HAL 

ship. In the technical area, the “Signature” 

class has state-of-the-art navigation 

and safety systems, including 

equipment for dynamic positioning. It 

is fitted with six MaK M 43 C diesels 

driving alternating current generators, 

ensuring the necessary energy for the 

Azipod propulsion technology, as well 

as all shipboard plants and auxiliary 

systems. 

Reliable energy supply 

The HAL order is the fruit of close 

cooperation between Caterpillar 

Marine Power Systems, HAL itself, Carnival 

Corporate Shipbuilding, the Fincantieri 

shipyard and the Italian Caterpillar 

dealer CGT, according to Leif Gross, 

Sales Director Global Cruise Projects 

at Caterpillar Marine Power Systems. 

“In the end, however, we convinced 

the customer with the combination of 

proven engine reliability, tailor-made 

preparation and start-up times and 

innovative pollutant reduction technology. 

Each MaK M 43 C engine will be 

fitted with FCT, Flexible Camshaft Technology, 

so that at all load levels no vis- 

ible smoke will be emitted and emission 

of nitrogen oxides will be below 

the limit values of the current regulation 

of IMO, the International Maritime 

Organization.” Moreover, both the 

shipyard and the shipping line have 

already gained comprehensive experience 

with the trouble-free operation of 

Cat® 3508/3512 gensets already used 

in the fleet. 

Ongoing success story 

The MaK M 43 launched in the 

market in 1998 supplemented the generation 

of medium-speed MaK longstroke 

M 20, M 25 and M 32 marine 

diesel engines with a fourth model 

in the upper performance area. Since 

then, Caterpillar Marine Power Systems 

has sold more than five hundred of the 

6-, 7-, 8-, 9- and 12-cylinder engines 

of the MaK M43 series with an overall 

output of over 3,600 MW. 

The order for four MaK 12 M 43 C 

and two MaK 8 M 43 C engines for the 

“Signature” class certainly represents 

an outstanding achievement. Seen over 

the longer term, it is another milestone 

in the ongoing success story of the Caterpillar 

propulsion units installed in 

remarkable cruise ships. In 2005, Caterpillar 

Marine Power Systems con- 

“Signature”-Class 

cluded a widely regarded contract with 

AIDA Cruises – German Branch of Costa 

Crociere for the propulsion plants of its 

vessels of the “Sphinx” class to be built 

by Meyer Werft in Papenburg, the leading 

German cruise ship yard, for delivery 

between 2007 and 2009. This contract 

comprises three firm orders each 

for four MaK 9 M 43 C units with a total 

output of 36,000 kW per ship, plus an 

option for a fourth vessel. 

Prior to 2004, these power plants 

enjoyed a long run of success in various 

areas of global passenger shipping: 

Caterpillar Marine Power Systems and 

the predecessor company Krupp MaK 

Maschinenbau could cite over 50 cruise 

ships and ferries in their reference lists 

for marine propulsion systems in the 

past 25 years. 

The many other vessels worth mentioning 

include the trio of cruise 

ships “Sun Bay” (now “Expedition”), 

“Sun Bay II” (now “Constellation”) 

and “Orion”, built between 2001 and 

2003 by the German Cassens-Werft 

in Emden. Each of these vessels, offering 

an exclusive atmosphere for about 

a hundred passengers, is powered by 

a MaK M 25 engine with a nominal 

output of 1,850 kW at 750/min. An even 

more impressive ship aesthetically is 

the “Sea Cloud II”, a luxury large sailing 

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vessel delivered in 2000 by the Spanish 

yard Astilleros Gondán in Figueras. This 

117m long three-masted ship modelled 

on the legendary “Sea Cloud”, which 

was built about 80 years ago in Kiel, 

gives about 90 persons an unforgettable 

cruise experience. If there is occasionally 

no wind, the ship’s two MaK 

8 M 20 diesel engines provide a speed 

of 14 knots – 2 knots more than the 

maximum possible speed with 24 sails 

set providing an overall 2,528 sq.m. of 

canvas. 

As regards passengers’ dreams, 

the German “dream ship” from the 

well-known TV series is in reality the 

“Deutschland”, which has been in service 

since 1998 for the Peter Deilmann 

shipping line in Neustadt. This fivestar 

22,400 grt vessel takes up to 600 

passengers on global cruises. Her four 

medium-speed MaK engines, two 8 

M 32 and two 6 M 32 in a father and 

son plant, deliver a propulsion output 

of 12,300 kW for the world trips, with 

8 

Apart from the four 12 M 43C also two of those 8 M 43C will be installed 

two 9 M 20 engines guaranteeing the 

power supply at all times. Incidentally, 

the former main “stage” of the 

“dream ship” series, the cruise ship 

“Berlin”, built in 1981, was also fitted 

with a MaK propulsion plant, as were 

the “Crown Odyssey” of Royal Cruise 

Line, today in service for Star Cruises, 

“Hanseatic” of Hapag-Lloyd Cruises and 

“Costa Europa” of Costa Crociere (which 

used to be known as the “Westerdam” 

and “Homeric”) – and many more vessels 

besides. 

Caterpillar Marine Power Systems 

not only makes impressive cruise ships 

“seaworthy” but also provides propulsion 

on some remarkable passenger 

vessels cruising on European inland 

waterways. The “River Cloud” with its 

two MaK 6 M 20 engines has been 

taking passengers between the North 

Sea and Black Sea since 1996, while 

the “Viking Burgundy” and “Viking 

Seine”, each incorporating two Cat 

3508 engines, have been carrying up to 

150 persons on the Rhône and Saône 

rivers in France since 2000. These vessels 

were joined in 2005 by the “Viking 

Sun” plying the Rhine. Then there is 

a long list of mega yachts powered 

by various Cat marine engines. And 

it also worth noting that an impressive 

number of Cat and MaK engines 

ensure reliable propulsion and electricity 

generation on passenger ferries 

all over the world. It is generally a success 

story of which the company can 

be and is proud. 

All in all, the contract for the 

“Signature” class undoubtedly represents 

a great success for Caterpillar 

Marine Power Systems and all members 

of the Caterpillar team, including 

the Caterpillar dealer CGT (Italy) 

and Zeppelin/MaK Deutschland. Even 

more importantly, this order can be 

regarded as the basis for the further 

growth of Caterpillar Marine Power 

Systems in the international cruise 

ship market.

MaK M 43 C engines for the „AIDAdiva“ 

First engine quartet delivered 

to Meyer Werft 

Following the delivery of the first 

two MaK 9 M 43 C engines from 

Caterpillar Motorenwerk Rostock 

to Meyer Werft in Papenburg in April, a 

further two engines of this type were 

delivered to the German cruise ship 

specialist after passing their acceptance 

test in early June. All four engines 

of the propulsion plant for the “AID- 

Adiva”, the first of four new AIDA club 

ships planned, are thus at the yard. 

Keeping to an ambitious schedule, the 

impressive engine quartet has meanwhile 

been installed in the engine room 

of the “AIDAdiva” that is taking shape. 

The “Sphinx” project 

With this project, Caterpillar Marine 

Power Systems is taking another great 

step forward with its long-term strategy 

in the cruise ship segment. A year 

ago, Meyer Werft signed the contract 

for four MaK 9 M 43 C engines for 

installation in the next generation of 

AIDA cruise ships. It decided to cooperate 

with Caterpillar Marine after carrying 

out a detailed analysis of rival 

systems, with special attention being 

paid to a low sound level, high reliability 

and low pollutant emissions. In late 

summer 2005, AIDA Cruises – a subsidiary 

of Costa Crociere, itself owned by 

the market leader Carnival Corporation 

– decided to order a third vessel of the 

“Sphinx” class. On the occasion of its 

tenth anniversary on June 12th 2006, 

AIDA Cruises then placed an order for 

a fourth sister ship from Meyer Werft. 

Work on the first vessel began in October 

2005, and the keel-laying ceremony 

was held in Papenburg on March 3rd 

2006. The “AIDAdiva” is due for delivery 

on April 15th 2007 – after a construction 

time of 400 days. The other three 

ships are to follow in 2008, 2009 and 

2010 respectively. 

Each newbuilding has a length of 

252m and a beam of 32.2m and provides 

1,025 cabins, accommodating 

a total of 2,050 passengers. The propulsion 

system comprises four MaK 

engines 9 M 43 C with an overall output 

of 36,000 kW, driving two single propel- 

lers via electric motors as well as two 

bow thrusters and two stern thrusters. 

The plant also generates the electricity 

for all other high-consumption 

systems on board, such as the airconditioning 

plant, hotel/restaurant facilities 

and the state-of-the-art wellness 

area. There is also, of course, adequate 

engine performance for the propulsion 

of the 68,500 gt newbuildings, which 

have a top speed of 21 knots. 

Tailor-made propulsion plant 

To ensure higher engine reliability, 

AIDA opted for a specially adapted 

design of the M 43 C. This offers as 

additional features: 

n 

n 

n 

n 

A slow turning device for reliable 

engine remote starting 

A connecting rod bearing temperature 

monitoring system to prevent the 

bearings seizing up 

Advanced resilient engine mounting 

to minimise engine vibrations and 

their transmission on to the hull and 

The DICARE monitoring system, permitting 

users to call up engine operating 

data at any time, even from shore 

For cruise ship operation, it is also 

very important that each of the MaK 

9 M 43 C engines features the Flexible 

Camshaft Technology (FCT). This proven 

element of Caterpillar’s ACERTTM technology 

was developed to keep soot particle 

emissions over the entire load area 

AI DA-Newbuilding 

With its appearance and its concept the vessels of the “Sphinx” class will surely 

inspirit the international market of cruise vessels 

below the optical perception limit and 

reduce NOx emissions to well below 

the IMO limit values. 

Test passed 

These additional functions of MaK 

9 M 43 C engines specially envisaged 

for AIDA Cruises were accordingly the 

focus of attention for customer acceptance. 

Representatives of AIDA Cruises, 

Meyer Werft, Germanischer Lloyd, Carnival 

Corporate Shipbuilding and the 

Caterpillar dealer Zeppelin/MaK Deutschland 

attended the two-day test 

run on the engine stand at Caterpillar 

Motoren Rostock. 

After two very busy days, all the necessary 

measurement results were 

finally available. All the participants 

approved the concluding report of the 

acceptance test for the MaK 9 M 43 

C, which yielded extraordinarily positive 

results. The new vibration dampers 

proved to be very effective, the engines 

started even with very low available 

air pressure and the Flexible Camshaft 

Technology of MaK proved to be highly 

successful in reducing soot particle 

emissions. 

Delighted customers 

“Flawless, clean design with very 

good access to all main components,” 

was how Chris Joly, Principal Manager – 

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Marine Engineering at Carnival 

Corporate Shipbuilding in 

Southampton (UK), summarises 

his overall impression 

of the MaK 9 M 43 C. Mr Joly 

also emphasises the excellent 

support provided via 

Caterpillar Marine and the 

various specialist groups in 

the Caterpillar engine plants 

in Kiel and Rostock. “We’re 

delighted to experience this 

engine in deployment. We 

expect reliability in operation 

and low fuel consumption,” 

Joly adds. “We’re particularly 

pleased by the 

Flexible Camshaft Technology 

(FCT) and the fact that 

this ensures extremely low 

soot particle emissions even 

with minimum output – 

exactly reflecting Carnival’s 

focus on sustainable development 

and environmental 

protection.” 

“High engine performance 

and dedicated customer 

advisory service” is 

also the verdict of Jens 

Kohlmann, Senior Superintendent 

Machinery, and 

Detlef Stremlow, Superin- 

tendent Newbuildings Machinery at 

AIDA Cruises in Rostock (Germany). 

“The surface temperatures correspond 

to SOLAS, the sound levels are below 

the limit values, the engine vibrations 

are restricted to a minimum, and 

the plant complies with the low prescribed 

levels for fuel consumption,” 

says Stremlow, soberly reading off the 

entries in his check list. Kohlmann and 

Stremlow are also impressed by the 

easy accessibility to every area of the 

MaK 9 M 43 C for inspection purposes. 

“We’re delighted by the results for the 

acceptance test of the engines for the 

ship,” concludes Kohlmann, “but from 

the standpoint of an operator, we’re 

even happier about the performance 

that can be expected in daily operation 

on board.” 

Satisfied shipyard 

“The AIDA engine plant offers 

numerous technical improvements,” 

explains Jürgen Storz, head of the 

10 

Dedicated for the “AIDAdiva” – shipment of one MaK 9 M 43 C 

engine 

Mechanical Engineering Group at 

Meyer Werft, “particularly for reducing 

emissions and minimising vibrations 

and for engine automation.” In 

particular, very strict limit values 

for soot particles and NOx over the 

entire load area required an advanced 

engine design “and the selected FCT 

system of MaK offered a very good 

performance,” emphasises Heinz-Hermann 

Jungeblut from the Mechanical 

Engineering Group at Meyer Werft. 

Strict requirements as regards vibrations 

also necessitated careful inspection 

of the engine vibrations and their 

effects on the built-on equipment 

and also vibrations transferred to the 

engine substructure, thus considerably 

affecting passenger comfort. “The 

new resilient dampers have in any 

case demonstrated their effectiveness: 

all vibration measurements were 

well below the specified limits,” notes 

Jungeblut. 

“Special priority was given to the automation 

system required by the yard for 

the engine plant. Caterpillar 

and Meyer Werft cooperated 

closely to develop this,” 

comments Storz. The system 

comprises a safety management 

system and an alarm/ 

monitoring system with a 

bus connector to the controlling 

automation system 

of the ship. Its function and 

the interaction with the 

engines were fully tested 

on the test stand. The connecting 

cables are ready, a 

class approval of the entire 

systems being made possible 

for the plant acceptance 

tests. This is an important 

advantage for the 

yard, according to Storz: 

“This innovative approach 

creates confidence even 

from the test stand phase 

and saves us a great deal 

of time with the later 

putting into operation of 

the engines on board the 

vessel.” 

That is also confirmed by 

Aloys Meemann, who heads 

the project management at 

Meyer Werft and is responsible 

for the punctual delivery 

of all four AIDA ships: “We’re convinced 

that all parties involved have 

done everything required to provide 

the ship owner with an innovative 

yet uncomplicated and therefore 

reliable engine plant. We’re highly 

satisfied with the cooperation with 

Caterpillar.” 

One hardly needs to add anything 

to these statements from the 

experts, except perhaps a concluding 

comment from Leif Gross, Sales 

Director Global Cruise Projects at 

Caterpillar Marine: “The Caterpillar 

team is extraordinarily proud that 

it is equipping the new AIDA cruise 

ships with the basis of a powerful yet 

cost-efficient and low-emission propulsion 

plant. We’re already looking 

forward to April 2007, when the “AID- 

Adiva” will be named in Hamburg – 

the people of this city are meanwhile 

known as enthusiastic fans of cruise 

ships, including those at the headquarters 

of Caterpillar Marine Power 

Systems.”

MaK M 20 C 

Enhanced M 20 series offering many 

advantages for the operator 

In line with its philosophy of ensuring 

that all its engines remain stateof-the-art, 

Caterpillar has refined 

its M 20 engine series, which has been 

successfully established in the market 

for 14 years, and will now distribute it 

under the type designation M 20 C. 

Caterpillar started its new advanced 

MaK long-stroke engine programme 

with the market launch of the M 20 

in 1992. With the three series M 32 

(1994), M 25 (1996) and M 43 (1998) 

subsequently introduced every two 

years, MaK diesel engines now cover 

an output range of 1,020-16,000 kW. 

In common with all types of the 

MaK long-stroke engine generation, 

the units of the M 20 series are optimised 

to meet the special requirements 

of ship operation and are highly 

reliable and cost-efficient. With their 

long-stroke design concept and the 

concentration on fewer components 

with high function integration, they 

have proved optimal for installation as 

both main propulsion unit and marine 

auxiliary genset in a very wide range 

of vessels. 

As a typical representative of the 

highly developed MaK long-stroke 

engine family, the M 20 meets the current 

IMO guidelines; NOx emissions 

with fixed engine timing and without 

exhaust gas aftertreatment are definitely 

below the defined limit value. 

An optimal combustion process is 

achieved with the combination of 

moderate speed, high injection pressure, 

high compression and precisely 

adjusted turbocharging. This results in 

low specific fuel consumption, heavy 

fuel suitability and low emissions – 

characteristics that guarantee high 

acceptance in the market. 

High cost-efficiency is achieved by 

the interaction of low fuel and lube 

oil consumption and long component 

service life. The maintenance intervals 

are 15,000 hours. High reliability 

in both MDO and heavy fuel operation 

is thus guaranteed. 

The engines of the M 20 C series are 

supplied as in-line engines in a 6-, 8- 

New engine block 

Camshaft 

New Design Features 

M20C sectional drawing 

11

The picture is showing an engine of the new generation of M20 series, 

an 8 M 20 C 

and 9-cylinder version. With an output 

per cylinder of 170 kW at 900 rpm or 

190 kW at 1,000rpm, they offer a performance 

range of 1,020-1,710 kW. 

The M20 series as the smallest series 

of the current MaK long-stroke 

engine range is designed for installation 

as propulsion engine for small 

cargo ships, e.g. coastal freighters and 

inland waterway vessels, as propulsion 

unit for work boats, such as tugs, 

fishing vessels and offshore ships, 

The Schubboot “Veerhaven VIII” is driven by three MaK M 20, which has passed 

already more than 77.000 running hours 

12 

and as auxiliary genset for generating 

electricity on containerships and 

passenger vessels. 

Extensive operating experience 


has sold over 1,100 engines of the 

MaK M 20 type since its introduction, 

with 43% being installed as main propulsion 

plant and 57% as genset or 

intended for this purpose. The first 

engine of this type delivered was put 

into operation in 1992 as the propulsion 

plant for an inland waterway 

tanker. The approx. 900 engines 

installed since then have proved their 

reliability with an overall service life 

exceeding 19 million operating hours. 

The propulsion engines installed in 

inland waterway vessels have had 

the longest service life. Thus, the propulsion 

engine of the inland waterway 

tanker (6M20) “Stold Rom” (ex 

“Alchimist Frankfurt”) has clocked up 

over 78,000 operating hours, closely 

followed by the propulsion engine 

of the pusher craft “Veerhaven 

VIII” with 77,000 operating hours. 

It is worth noting that 57% of the 

engines deployed as auxiliary gensets 

and 13% of the units as main engines 

run on heavyfuel. 

n 

n 

n 

n 

New design features of the M 20 C 

The enhancement based on operating 

experience and new research findings 

includes the following main design 

modifications: 

Dual-circuit cooling system with 

easier installation and increased efficiency 

based on higher cooling water 

temperatures of up to 90°C 

Simplification of the design of the 

exhaust gas lines including complete 

cladding of the exhaust gas system 

for an even more compact and easily 

maintainable engine with correspondingly 

reduced space requirement 

Upgraded turbocharging with a turbocharger 

with higher efficiency 

The success story of the M 20 in the 

market will be continued with the 

M 20 C thanks to its design features 

and simplified maintenance and 

a further reduction in piping. The 

transition will be smooth, beginning 

with engine deliveries from autumn 

2006.

Tested quality 

Certification for Caterpillar Motoren 

Guangdong Co. Ltd 

Following comprehensive audits 

carried out by ten leading ship 

classification societies in February 

2006, Caterpillar Motoren GmbH & 

Co. KG recently obtained certification 

for its plant in Guangdong (VR China) 

in accordance with ISO 9001:2000, 

the works approval, shop approval 

and type approval for the MaK M 25 

engine. Caterpillar Motoren Guangdong 

Co. Ltd., one of Caterpillar’s main 

production plants in China, focuses on 

assembling marine engines of type 

MaK M 25. 

“We considerably expanded our 

Guangdong plant production capacity, 

test stands and quality control 

in 2005,” explains Fernando Cantu, 

Product Manager Large Medium Speed 

Engines, at Caterpillar Motoren. “We’re 

thus optimally prepared to meet the 

increasing demand for marine engines 

of type MaK M 25 in both the local and 

international market. With the expansion 

of the Guangdong plant, we 

have above all succeeded in enabling 


to do an even better job of meeting 

the requirements of the increasing 

number of Asian shipyards and 

shipping lines.” 

Tradition in quality management 

The company in Guangdong was 

founded in 1994 by two diesel engine 

makers that at that time could already 

boast a success story of over 90 years: 

the German MaK Motoren GmbH and 

Chinese Guangzhou Diesel Engine Factory. 

Since 1996, the plant has been 

producing the outstanding MaK M 

453 C diesel series engines for marine 

propulsion systems, gensets and 

power stations. Since 2005, Caterpillar 

Motoren Guangdong Co. Ltd has 

been fully owned by Caterpillar Inc. 

and is meanwhile the largest production 

plant for medium-speed engines 

in southern China. 

The Guangdong facility is firmly 

integrated into the global production 

and quality assurance system of 

Caterpillar®; it is guaranteed that the 

The MaK M 25 at the test bed 

engines produced meet the high quality 

standard as known from the other 

Caterpillar marine engine plants in 

the USA, Germany, Belgium and the 

UK. The recent certification by Det 

Norske Veritas (DNV) conforming to 

ISO 9001:2000 confirms that the procedures 

applied, communication 

used and handling of production targets 

meet the highest international 

standards. Moreover, customers benefit 

from the successful corporate philosophy 

of continuous improvement, 

in accordance with which the plant 

management and all employees work 

day by day. After the annual auditing 

was successfully completed in accordance 

with ISO 9001:2000 in Kiel and 

Quality Management 

Rostock in December 2005, all MaK 

marine engine plants now operate 

in accordance with standard quality 

standards. 

Approval for plant and 

production process 

In addition to certification of the 

quality management by DNV, representatives 

of ten international ship 

classification societies have inspected 

the process of the engine assembly 

and audit procedures, which finally led 

to the “works approval” for the Guangdong 

plant. This certificate, which represents 

a prerequisite for the entire 

marine engine business, was issued 

13

after a comprehensive local audit by 

American Bureau of Shipping (ABS), 

Bureau Veritas (BV), Chinese Classification 

Society (CCS), Det Norske Veritas 

(DNV), Germanischer Lloyd (GL), 

Korean Register of Shipping (KR), 

Lloyd’s Register (LR), Nippon Kaiji 

Kyokai (ClassNK), Registro Italiano 

Navale (RINA) and Russian Maritime 

Register of Shipping (RS). 

“This is an impressive show of confidence 

in that the ship classification 

societies that also regularly audit the 

MaK plants in Kiel and Rostock have 

given the Guangdong plant their 

‘shop approval’,” explains Dr. Wolfgang 

Sprogis, Quality Director at Caterpillar 

Motoren. “The approval entails 

an enormous shortening of our lead 

times for the certificates of the ship 

classification societies, which we need 

for the series production of the marine 

engines.” Production processes, logistics 

and engine parts used in Guangdong 

meet the standard in Kiel or 

Rostock in every respect and thus benefit 

from the advance qualification from 

the classification societies. This shop 

approval entitles Caterpillar Motoren 

to stamp parts and certificates in the 

14 

name of specific classification societies, 

i.e. American Bureau of Shipping 

(ABS), Bureau Veritas (BV), Det Norske 

Veritas (DNV), Germanischer Lloyd (GL), 

Lloyd’s Register (LR), Registro Italiano 

Navale (RINA) and Russian Maritime 

Register of Shipping (RS). The Chinese 

Classification Society (CCS) does not 

offer any shop approvals, and Nippon 

Kaiji Kyokai (ClassNK) and Korean Register 

of Shipping (KR) are new to MaK 

marine engine classification. 

MaK M 25 for even higher 

performance 

Apart from the preparation for certification 

according to ISO 9001:2000, 

for works approval and for shop 

approval, the engine test required for 

these inspections was used to obtain 

a further type approval for a higherperformance 

version of the MaK series 

M 25 with 334 kW cylinder output. 

The measurement data recorded and 

evaluation of all results by the representatives 

of the ship classification 

societies met all requirements. Unlike 

the shop approval, which is only plantrelated, 

the type approval issued in 

A 9 MaK M 25 

ready to delivery 

Guangdong automatically applies to 

all globally assembled marine engines 

of type MaK M 25 with an output of 

334 kW/cylinder, so the plant in Kiel 

can also produce these type-approved 

higher-performance M 25 engines. 

The cylinder nominal outputs 

approved by the classification societies 

range from 300 kW to 330 kW and 

up to 334 kW, so there is an even wider 

deployment range for this marine 

engine MaK M 25 in the market. 

World class for the customer 

The bottleneck with engine availability 

has been removed according to 

Fernando Cantu: “By strengthening 

the activities in Guangdong, we are 

able to boost production of the MaK 

M 25 to meet demand. The customers 

of Caterpillar Marine Power Systems 

will undoubtedly benefit from 

shorter delivery times, and we will 

most certainly maintain the outstanding 

quality of the engine approved by 

the classification societies. In other 

words, we will guarantee top products 

from top plants, irrespective of where 

they are.”

Caterpillar Engines 

New engine plant for the „M/S Chi-Cheemaun“ 

No one could pretend that 

gazing into a crystal ball 

to divine the future of 

shipping might provide a reliable 

way of predicting how this 

transport market will develop 

in the next quarter of a century. 

But there are definite parameters 

that have very recently 

become very evident, and these 

can serve as an orientation 

basis for investment decisions 

for new ships or installation of 

new propulsion plants in vessels 

in order to offer some security 

that the particular system 

will be commercially viable 

for the projected period of use, 

no matter whether a privatesector 

or a public-sector asset is 

involved. 

The replacement of the entire main 

and auxiliary machinery of the Ro-Pax 

ferry “M/S Chi-Cheemaun” is based on 

a extended view of these principles 

with the aim of ensuring that the ship 

is equipped in such a way that it can 

satisfy the requirements and demands 

likely to made on it over the next 25 

years. This also includes the consideration 

that this vessel will probably 

remain the only service provider on its 

special route. 

The “M/S Chi-Cheemaun” was built 

in 1974 by Collingwood Shipyard for 

Owen Sound Transportation Company, 

which was at that time owned 

by Ontario Northland, a state company 

concerned with creating a ship, 

rail and telecoms infrastructure in 

the northern Canadian province of 

Ontario. In the past 30 years, the “M/ 

S Chi-Cheemaun” has provided the 

vital ferry link between Tobermory on 

the Bruce Peninsula in Ontario and 

South Baymouth on the south-eastern 

tip of Manitoulin Island. It operates 

from mid-May to the end of October 

and has become increasingly popular 

for both passenger and freight transport 

as a convenient shortening of the 

route to or from the north while at the 

same time offering a good view of the 

beautiful landscape. 

With additional marketing initiatives, 

in recent years the ship has been 

The three new Caterpillar 3508B engines will provide a 

total power of 1800 kW 

offered for special cruises and use as 

a floating conference venue as well 

as for special events outside the regular 

schedule. The revenues thereby 

achieved have been reinvested in the 

vessel in order to offer the ferry passengers 

and users more comfort and 

thus a more attractive overall voyage. 

This reorientation has been due in 

particular to the greater customer 

focus after the shipping line was put 

under the Ontario Ministry of Northern 

Development and Mines. However, 

Owen Sound Transportation Company 

(OSTC), an Operational Enterprise 

Agency of the Province of Ontario, has 

full responsibility for ship management 

and marketing. 

Planning for a renewal of the entire 

engine plant began at the end of the 

1990s, when it became obvious that 

the existing systems could no longer 

be economically operated for another 

25 years. Although the machines had 

run very well with only little or no malfunctions, 

there were increasing concerns 

that downtimes caused by the 

operating time and thus repairs could 

be expected in future. Ferry operators 

are only too well aware that irregularities 

in schedules upset customers 

and thus result in financial losses. This 

prompted OSTC to install a new propulsion 

plant in the ship and upgrade 

many important relevant systems. 

Plant Management 

As the “M/S Chi-Cheemaun” 

operates in an area of exceptional 

natural beauty, one of 

the main considerations with 

the new engine plant was to 

achieve a significant reduction 

in emissions from the engine 

plant, i.e. NOx. OSTC was initially 

guided by the IMO Annex 

VI, but then decided to reach 

the limit values for marine 

engines exhaust gas emissions 

according to EPA Tier 1 even 

before its introduction by the 

Canadian government. In addition 

to this decision in favour of 

environmental protection, there 

was the need to reduce fuel 

and lube oil consumption. At 

the beginning of project planning, 

it was therefore decided 

to adopt a new engine plant design 

better oriented to the ship’s operating 

profile. As Brian Pyke, technical 

director of OSTC, comments: “As I’ve 

always worked as a marine engineer 

and inspector, I’ve witnessed a gradual 

consolidation trend among marine 

engine makers, and it’s clear that only 

a few large international suppliers will 

remain in the very near future. It was 

very important to select one from this 

small group, and we assessed all suppliers’ 

offers from this point of view. 

As regards service, we were generally 

more satisfied with North American 

makers than European companies, 

and this also played a part in our decision-making 

process.” 

The project also aimed to reduce the 

number of cylinders in the new engine 

plant, which prompted the decision 

to replace the 12-cylinder diesel bow 

thruster propulsion with a 500 hp 

alternating current motor with variable 

speed. This required an increase 

in ship mains capacity from 1,200 kW 

to 1,800 kW, which was made possible 

with the installation of three new 

Caterpillar 3508B/SR4B marine diesel 

units developing 1,200 1/min and 600 

kW meeting the EPA Tier 1 regulations. 

These V8 cylinder plants replaced the 

original V12-cylinder ones and fitted 

very well in the cramped engine room. 

Two of these new units operating in 

15

parallel have sufficient 

capacity for driving the 

bow thruster as well as 

supplying the accommodation 

rooms. 

Instead of modifying 

the original switchboard, 

a completely 

new switchboard with 

state-of-the-art control technology 

was designed and installed by Canal 

Marine from St. Catharines for optimal 

control of the higher electricity 

requirement. This permits complete 

remote control of the gensets in both 

automatic and hand operation. Various 

electric motor control consoles were 

also replaced, as many components 

had meanwhile become obsolete. The 

new control consoles were designed 

to cope with the higher potential fault 

currents of the plants working with 

increased capacity. 

A new Caterpillar C9 6-cylinder 

series engine with radiator cooling 

and an output of 200 kW as stand-by 

unit replaced the original V12-cylinder 

unit. The engine can be started with 

compressed air and electrically, thus 

providing a completely redundant 

start system in accordance with the 

regulations of Lloyd’s Register of Shipping. 

The stand-by unit installed in 

the area immediately below the ship 

funnel can feed the network within 

five seconds to supply important electric 

plants. 

All new Caterpillar engines are 

equipped with fuel and lube oil systems 

conforming with SOLAS and offer 

an extra degree of safety, although 

this was no requirement. All engines 

are built in accordance with the high 

requirements of the quality assurance 

programme of Lloyd’s Register 

of Shipping. Since its refit, the 

“M/S Chi-Cheemaun” has been subject 

to inspection by Transport Canada and 

with the renewal of the engine plant 

has been covered by classification 

under Lloyd’s Register of Shipping. 

Improvements in environmental protection 

included replacing all exhaust 

gas insulation with asbestos-free 

materials and cleaning the ventilation 

shaft unit to remove dust and particle 

deposits. New diesel-fired Fulton 

16 

The three new Caterpillar 3508B engines will provide a 

total power of 1800 kW 

boilers featuring the latest burner 

technology and much higher efficiency 

were provided for generating 

steam for heating the accommodation. 

The work on the exhaust gas systems 

also included increasing the capacity 

of the main engines. Four 6-cylinder 

C280 Caterpillar main engines are to 

be installed in the second phase after 

the end of the 2006 operating season. 

In a pre-audit carried out by Toromont, 

the supplier of the entire engine 

package, it became evident that four 

new funnel shafts with a diameter 

of 500 cm as well as exhaust silencers 

with a bore of 550 cm and high 

damping factor have to be provided 

in order to meet the physical requirements 

of the new propulsion engines 

with 1,730 bkW/900 1/min. These 

changes were already implemented in 

phase one of the new engine installation, 

and thus no further work in this 

respect will be necessary in phase two, 

except for providing the direct connection 

required to the new propulsion 

engines. 

As Brian Pyke notes: “Enhanced 

plant management was one of the 

main factors determining our selection 

of the electronically controlled 

main and auxiliary engines. The possibility 

of being able to call up operating 

and diagnosis data for review 

purposes and in real time will help us 

optimise our maintenance management 

programme, cut costs and maximise 

operating reliability. We were 

very impressed by the capability of the 

Caterpillar ADEM engine control modules 

to display critical information. 

Our maintenance management programme 

is based on fuel consumption, 

operating material analysis and nondestructive 

tests and measurements 

instead of mere operating hours. The 

reduction in the use of lubricants and 

wet filters with the relevant disposal 

costs will considerably 

lower operating 

costs and the environmental 

impact without 

thereby impairing 

engine service life and 

operating reliability”. 

Following the successful 

completion of 

the first phase of the project, planning 

is already well under way for 

phase two of the replacement of the 

propulsion plant. The Caterpillar C280- 

6 engines will be delivered from the 

Caterpillar plant in Lafayette, Indiana 

(USA) in the third quarter of 2006. 

New engine room and bridge consoles 

designed and built by Prime Mover 

Controls Inc., based in Vancouver, will 

be installed and the entire alarm and 

monitoring system upgraded to digital 

technology. Two new twin reduction 

gears with integrated clutch 

have been delivered in advance by 

Lufkin Industries Inc. (Lufkin, Texas) to 

replace the existing single reduction 

gearbox. 

In this connection, Susan Schrempf, 

the manager of OSTC, notes: “We’ve 

formulated very clear objectives 

for extending the service life of the 

‘M/S Chi-Cheemaun’. The ship makes 

a key contribution to the economy in 

Ontario, and our aim was not only to 

maintain the vessel in full working 

order, but also to operate it in a costefficient 

and environment-friendly 

way for another 25 years. The ship’s 

technical crew is also enthusiastic 

about the new technology installed 

on board, as it makes it possible to 

run units according to the latest technical 

standard, which has become 

increasingly infrequent in the Great 

Lakes area. We expect to achieve an 

immediate reduction in operating 

costs, making the vessel very competitive 

for the remainder of her service 

life. The “M/S Chi-Cheemaun”, after 

all, belongs to the people of Ontario. 

We thus have to maintain as well as 

increase her value. Our results to date 

would certainly please every shipping 

line aiming to achieve the best possible 

return on capital and environmentfriendly 

operation, no matter whether 

in private or public ownership”.

Volharding Shipyards 

Volharding Shipyards, which has its 

administrative headquarters in 

Westerbroek, is one of the large 

groups that are typical of the structure 

of the Dutch shipbuilding industry. 

Like most Dutch yards, this group, 

or rather the shipyards belonging to it, 

can look back on a long history, which 

“somehow began with the construction 

of barges for shipping peat”. With this 

impressive tradition, it has acquired a 

deep-seated expertise and quiet selfconfidence 

that is clearly evident in all 

its activities. 

The first reliable report on shipbuilding 

activity in this group dates 

from 1768. It refers to the construction 

of a barge “tjalk” (single-masted 

flat-bottomed coastal craft) in Foxhol 

that was given the unusual name “Het 

Blote Hol” for an owner in Groningen. 

It is also established that in 1919 the 

brothers GJF and GJ Bodewes set up 

a shipyard in Foxhol under their surname 

at this old shipbuilding site to 

which the present company can be 

directly traced. In 1955, the brothers 

established a second shipyard a 

few hundred metres away. In order 

to keep the two facilities separate, 

the new yard was given the name 

Gruno, while the other operated from 

then on as Volharding. In 2001, after 

acquiring Frisian Shipyard, the company 

gained its present name Volharding 

Shipyards. After several changes 

in the management, always within 

the family, and a reorganisation in 

1992, a little later Geert Jan Bodewes 

took over at the head of the company 

as majority shareholder and general 

manager. 

The yard founded by the Bodewes 

brothers initially built inland waterway 

vessels and tugs. Later, it produced 

coastal motor ships and in particular 

fishing vessels. It also built its 

first special-purpose vessels in the 

late 1980s. The first of these, the 74m 

long, 3,800 gt twin-screw ferry “Grand 

Manan V”, was built in the context of 

a joint venture with Conoship International 

and Shipyard Niestern Sanders 

for the transport ministry of the Canadian 

province New Brunswick. The 

multipurpose research ship “Zirfaea” 

for the Dutch transport ministry, also 

Shipyard portrait 

The “Beluga Resolution” – 

a newbuilding of Volharding Shipyard 

On successful course with wide product range 

Volharding Foxhol with the ferry newbuilding “Grand Manan V” 

built in cooperation with Conoship 

International, followed in 1993. This 

vessel is deployed off the Dutch coast 

and in the North Sea continental shelf 

area. In its next stage of development, 

the yard delivered two ethylene tankers 

for Reliance Industries (Mumbai, 

India) in cooperation with the German 

company LGA. “Precisely this new 

type was a great challenge for us on 

account of its complexity. But we succeeded,” 

it is still recalled today not 

without pride. The cooperation with 

Conoship was ended on a friendly 

basis in 2001, as Volharding had 

meanwhile established its own design 

department. 

17

The yard in Harlingen, well busy with newbuildings and repair vessels 

The group has been very successful 

building containerships. It received 

its first containership order in 1990 

from the Bremen-based Bruno Bischoff 

Reederei. The vessel was delivered as 

the “Bremer Export” on March 8th 

1991. The 3,628 tdw newbuilding was 

equipped with two hydraulic 30t deck 

cranes and had a total container capacity 

of 190 TEU, as well as 20 reefer plugs 

for refrigerated containers. 

The design of the “Bremer Bischoff” 

was the basis for a long series of containerships 

that were constantly 

enlarged and optimised. Volharding 

built an impressive 35 units of the 

4,200 tdw type, for example, which was 

developed along with the Dutch shipping 

line Wagenborg and built from 

1993. These were followed by a series 

of 8,700 tdw vessels that was just as 

well received by shipping lines. 

At this time when it was achieving 

good capacity utilisation, Volharding 

acquired the yard Pattje including 

its excellent fitting-out facility in Eemshaven 

in 1998. The new Volharding/ 

Pattje team developed, for example, a 

special 3,200 tdw vessel type, which 

was optimised for operation on the 

Baltic, Saima Canal and South Finnish 

lakes and built in series as the “Pattje 

Saimax”. The hulls were delivered from 

Romania, by Daewoo Mangalia Heavy 

Industries (DMHI), with fitting out 

being performed in Eemshaven. This 

project marked the beginning of a partnership 

that functioned smoothly and 

was continued for later newbuildings. 

18 

The production of entire newbuildings 

was, incidentally, also subcontracted 

out to Romania at times when there 

were more than enough orders to cope 

with “at home”. 

In 2001, Volharding acquired Frisian 

Shipyard, engaging in both newbuilding 

and repair business. A new Ro-Ro 

vessel type was developed for this yard, 

again in cooperation with the shipping 

line Wagenborg, which had become 

one of the company’s most important 

customers. The hulls for this type were 

also supplied from Romania, with fitting 

out being performed in Harlingen. 

Volharding also developed a 750 

TEU containership, of which a total of 

eleven units were delivered to German 

and Dutch lines up to 2005. The capacity 

of this type has been meanwhile 

been increased to 900 TEU, with the 

Ukraine shipyard Okean delivering the 

hulls for subsequent fitting out in Harlingen. 

The 900 TEU vessels are built for 

Beluga-Reederei in Bremen and JP Shipping 

in Harlingen. 

A series of ten 900 TEU vessels is currently 

under construction at the shipyard 

Deniz in Izmir in Turkey. In 2004 

Volharding founded a joint venture 

with this yard, which at that time 

started building tanker hulls. As it 

proved impossible to have further hulls 

delivered from Romania, the fittingout 

facility in Eemshaven was closed 

and the fitting-out pontoon used there 

transferred to Turkey. 

Eager to emphasise its increasing 

international orientation, Volharding 

notes that in addition to its European 

activities it builds multipurpose carriers 

at Chinese and Vietnamese yards 

in cooperation with German shipping 

lines. Volharding has already cooperated 

effectively with the Chinese shipyards 

for quite some time, mostly on 

behalf of German customers. 

Two shipyard locations 

Outside its administrative centre in 

Westerbroek and following the closure 

of the fitting-out berth in Eemshaven, 

Volharding Group is active at two 

locations in the Netherlands: Foxhol 

and Harlingen. There the group has a 

total of 230 employees building about 

twelve to 20 ships annually, with sales 

averaging €200m. 

Foxhol is the oldest site. This was 

where the barge “tjalk” already mentioned 

was built, and the group as it 

is active today developed from Foxhol, 

where vessels of all types used to be 

produced, although their size remained 

restricted on account of the water conditions. 

The maximum beam was thus 

16m. “Our newbuildings have therefore 

always been very lean ships,” it is stated. 

Mainly subassemblies and deckhouses, 

also for other yards, are now produced 

in Foxhol, where there is a shipbuilding 

hall with advanced equipment and all 

other necessary facilities. 

The Harlingen location has been 

developed into the group’s newbuilding 

centre, the focus of which is a fully 

covered drydock and fitting-out quay.

Newbuildings at the Yard in Harlingen 

The dock has a length of 145m and a 

width of 30m with a water depth of 

10m. The modern construction hall covering 

the dock is 150m long and 50m 

wide and equipped with two mobile 

overhead cranes capable of together 

transporting loads of up to 200t. The 

spacious hall also accommodates the 

rooms for the works management and 

the project teams, as well as the facilities 

of the subcontractors, which also 

have separate access from the central 

parking place. The capacity of the 

180m long fitting-out pier has been 

nearly doubled with the installation 

of an additional floating pier. The ships 

being fitted out are easily accessible 

independent of the tide. 

The repair area in Harlingen was 

acquired at the beginning of this year 

by Shipdock BV, which has its headquarters 

in Amsterdam. 

Wide construction programme 

Volharding convincingly claims that 

it is not a one-sided shipbuilder, but 

has great experience in the construction 

of many types of vessel and their 

fitting out, also with different propulsion 

plants. It also emphasises that it 

has wide experience working with partner 

companies in the Netherlands and 

other countries. These are shipyards as 

well as customers and suppliers, with 

which Volharding aims to cooperate 

closely at the earliest possible phase 

in project development. This approach 

benefits both sides by avoiding misun- 

derstandings, which mostly result in 

delays and frequently higher costs. Volharding’s 

wide experience is shown by 

the fact that it has built containerships 

and multipurpose vessels, tankers for 

various types of cargo, Ro-Ro and Sto- 

Ro carriers and special-purpose ships 

meeting the highest technical standards 

for the particular requirements. 

The company expanded its product 

range only recently with two new 

interesting vessel types. One is an icestrengthened 

container feeder ship 

with 917 TEU capacity, of which initially 

a series is being built at Deniz Shipyard 

in Izmir. The design is based on a 

former 750 TEU type. The other type is 

a 4,000 tdw chemicals tanker capable 

of transporting six different types of 

cargo simultaneously in twelve cargo 

tanks. Four units of this type have been 

ordered by a Norwegian shipping line. 

These newbuildings are built entirely in 

Harlingen. 

Shipyard portrait 

The construction of multipurpose 

heavy-lift ships for Beluga-Shipping, the 

design of which was formulated with 

the customer, has also attracted great 

interest. The vessels with a maximum 

crane capacity of 2 x 250t are among 

the heavyweights in this segment and 

thus particularly suitable for transporting 

project cargoes. After the “Beluga 

Revolution” as type ship, three more of 

these 10,536 tdw vessels entered service 

under German flag during 2005, followed 

by two units lengthened from 

134.6m to 159.7m. The hulls of these 

vessels were also built at the Daewoo 

Mangalia yard in Romania and taken to 

the Netherlands for fitting out. 

The propulsion concept of these ships, 

which have already been well received 

by the market, is based on a mediumspeed 

four-stroke diesel engine of the 

type Caterpillar MaK 8M43, which is 

suitable for heavy oil operation and 

develops 7,200 kW at 500 1/min to 

provide a ship speed of 18 knots. The 

output has meanwhile been increased 

up to 8,000 kW. Volharding has for a 

long time enjoyed a good relationship 

with Caterpillar via the Dutch representative 

MaK Nederland/Bolier. Many 

of the newbuildings built at the Volharding 

yards incorporate the successful 

MaK engines. The company considers 

that its effective cooperation with 

Caterpillar is further strengthened 

by the support the latter also offers 

with financing. This good relationship 

can certainly be expanded, according 

to Volharding, and Caterpillar will 

also certainly continue to contribute 

to this. 

Volharding main office in Westerbroek 

19

In the fifties: coster with loading – left with wood, right with diverse heavy sections 

Personal dedication as the key to success 

Klingenberg shipping line 

celebrating double anniversary 

Even the address is unusual: who 

would ever think you would find 

the headquarters of a well-positioned 

medium-sized shipping line that 

has had its vessels built in China for 

many years far from the water, in Ellerbek 

near Hamburg, in the quiet street 

Achter de Höf, in just as tranquil and 

respectable looking building? This is 

indeed the address of Reederei Klingenberg 

– down-to-earth, no-frills, successful 

– personified by its owner Armin Klingenberg, 

who can be proud of a double 

anniversary this year: the centenary of 

the shipbrokers Albert Hauschild, which 

Armin Klingenberg has owned for a 

long time and from which the shipping 

line Klingenberg developed, as well as 

Armin Klingenberg’s own half-century 

at Albert Hauschild. 

The shipbroker Albert Hauschild registered 

his company at Hamburg Municipal 

Court on July 18th 1906. It served 

mainly coastal motor ships carrying 

fodder and grain to the German North 

Sea and Baltic ports and Denmark. The 

company Albert Hauschild continued to 

be active even during the second world 

war, in any case as far as this was permitted 

by the circumstances. 

After the second world war, there was 

initially scarcely any more business for 

shipbrokers in war-torn Hamburg. The 

British as occupying power imposed a 

rigid regime, insisting on their approval 

of every activity. There were also hardly 

any ships available. The large vessels 

had been sunk or handed over, while 

the smaller ones, if not also handed 

20 

over, except for a few very old vessels 

that were allowed to remain with their 

owners, were regarded as surrendered 

but could continue to be operated initially 

as „X ships“ by their owners 

according to the provisions of the occupying 

power. Up to July 7th 1945, there 

was a general prohibition of navigation, 

which was then relaxed in small 

steps. On that day, which can thus be 

regarded as turning point, for the first 

time a licence was issued for a single 

voyage of two 169 grt large vessels 

for a shipment of oats from Kappeln/ 

Schlei to Hamburg. Initially, only services 

to the west German coast between 

Emden and Lübeck were permitted. 

Every single voyage had to be approved. 

But before the first could be approved, 

an Allied licence for the printing of the 

licence forms had to be issued. 

The coaster vessel „Ines“ was the shipping 

line‘s first vessel, built in 1969 in The 

Netherlands 

Conditions were thus certainly 

very unfavourable for resuming business 

and re-establishing old contacts 

and making new ones. Yet with 

great effort companies recovered, and 

Albert Hauschild was also soon able 

to do good business again. The Korean 

War enormously stimulated shipping, 

including coastal shipping, giving lines 

and owners an unprecedented boom in 

freight rates. Horrific rates were paid 

between about 1952 and 1957 because 

with the fear of another major war on 

the horizon everyone wanted to stock 

up with goods. 

It was at this time that Armin Klingenberg, 

born in 1939, entered the shipping 

world. He still recalls his start very 

exactly. On January 25th 1956, he had 

been informed by the labour exchange 

that the shipbrokers Albert Hauschild 

was looking for a trainee, and on February 

3rd the nearly 17-year-old Armin, 

accompanied by his mother, took the 

tram line 1 to the Fischmarkt in Hamburg-Altona, 

near which the company 

had its offices, to apply for the training 

position. He has not forgotten the 

„beastly icy east wind“ on that day that 

made covering even short distances 

on foot a nightmare. Nevertheless, 

Armin Klingenberg was taken on by the 

firm. The sum of DM55 was agreed as 

monthly remuneration for the first year 

of training. The new trainee started on 

April 1st 1956 and on his very first day 

became acquainted with the practical 

side of shipbroking. Shortly after arriving 

at the company, he was told: „Come 

on, we have to go to clear a customer.“ 

Armin Klingenberg then boarded a ship 

for the first time. The vessel was the 

motor sailer „Amandus“, which had 

loaded 150t of coal waste from Odense. 

This was a product that was extensively 

used for road construction in Hamburg 

and elsewhere at that time.

MV “Thies” (1) was the first ship of the shipping company build 

in Germany 

And so the youngster gradually 

became acquainted with the company‘s 

business – „learning by doing“, as 

we would say today. Armin Klingenberg 

had to do everything that had to 

be done in the small firm, such as drawing 

up clearing and provisions lists, and 

he had to go everywhere, for example 

to the customs and the port authority – 

naturally on foot! If, for instance, a ship 

berthed on the Rethe had to be cleared, 

that meant a walk of two and a half 

hours from Altona through the Elbe 

tunnel and, of course, trudging for the 

same time back, naturally in all kinds 

of weather. That not only toughened 

the spirit of the young Armin but also 

gave the budding shipbroker a wealth 

of experience from which he admits 

he still benefits today. At that time, the 

company Hauschild continued to focus 

on grain and feed cargoes. 

Armin Klingenberg completed his 

training in 1959. He must have really 

satisfied his superior, who praised his 

performance and capabilities: „Klingenberg 

always performed well 

during his training; as far 

as can now be determined, 

Klingenberg has the capability 

to be a shipbroker for 

coasters.“ 

Klingenberg then very 

quickly succeeded in 

acquiring his own regular 

clientele by providing customers 

with a highly personal 

service, as he recalls. 

When the coasters came 

to him as shipbroker, they 

were first served fresh rolls 

and coffee and even given 

the mass tabloid „Bild“ to 

glance at before getting 

down to business. „That 

was what it was like at 

that time, and it is in various respects 

a shame that so much has been lost 

of these very personal contacts.“ This 

personal approach proved so successful 

that quite soon, in 1964, Klingenberg 

became a partner in the company 

Albert Hauschild, which gradually 

expanded its business over the North 

Sea and Baltic: Seville, Casablanca or 

Archangelsk then became destinations. 

This met with a lack of understanding 

in the traditional world of coaster shipping. 

Voyages involving seven or more 

days at sea were undertaken. „But you 

just don‘t do that,“ it was frequently 

murmured. But Armin Klingenberg did 

do it, and was successful, which was 

probably also a reason why he was 

transferred further shares in the company. 

Time for a rethink 

A turning point not only for German 

coaster shipping but also for Armin Klingenberg‘s 

strategy was prompted by 

MV “Nadja” with a container capacity of 672 TEU 

Shipping line profile 

MV “Thies” (2), able to carry 580 TEU 

the scrappings required by the federal 

government in 1967-68. To promote 

fleet renewal, bonuses were paid for 

older and smaller ships handed over for 

breaking up. But precisely those were 

the vessels that had been brokered by 

Hauschild, and with their withdrawal 

a substantial part of this business was 

lost. A rethink was required, and in this 

situation it meant that the company had 

to acquire its own tonnage. So in 1969 

Hauschild ordered its first newbuilding, 

the 1,150 tdw „Ines“, which could also 

carry 52 TEU, in the Netherlands. Further 

newbuildings of up to 2,000 tdw 

from Dutch yards followed. Klingenberg 

pursued a basically sound newbuilding 

strategy that has been retained up to 

the present day. He explains: „I didn‘t, of 

course, have any money from the scrappings 

as start-up capital. I financed everything, 

up to today, with the money I 

earned with my company.“ The ships 

were deployed mainly for transporting 

timber between Scandinavia as well as 

the White Sea and England. 

However, Klingenberg 

definitely also had confidence 

in German shipbuilding, 

which he duly 

demonstrated with an 

initial order placed with 

Sietas Shipyard in 1974. 

This was for the 1,500 tdw 

MS „Thies“, which could 

load up to 2,500 cbm of 

packaged timber. As the 

agreed construction sum 

of DM4.4m did not quite 

correspond to Klingenberg‘s 

available means, the 

head of Sietas at that time, 

Johann Jakob, naturally 

helped out with a contribution, 

which was later 

repaid. The parties came 

21

MV “Ville de Mijo” was the first ship of shipping company Klingenberg, 

driven by a MaK engine 

to an understanding on a partnership 

basis. 

This human aspect was certainly significant 

and is also reflected in the fact 

that Armin Klingenberg was very familiar 

with life on board ships, probably 

more than almost any other owner – 

and this is of more than merely anecdotal 

importance. He was continually 

going along on board, not just to gain 

experience but as a real representative 

of his company. That enabled him to 

make contacts and acquire knowledge 

from which he still benefits today. There 

is nothing you can really tell him about 

his business. Anyone who knows him 

also knows that he particularly enjoys 

assuming the very important job of cook 

for the entire crew. „Everyone always ate 

their fill, with three hot meals a day, and 

everyone found the food tasted good,“ 

he relates about his own achievements 

in this area. However, he keeps 

quiet about whether produce from his 

chicken farm „Bielefelder Kennhühner“, 

which he also looked after with 

loving care, landed in the pot or the pan 

on these occasions. But, as Klingenberg 

recalls a little wistfully, „at that time, 

the ships stayed longer in port, which 

offered much more opportunity to look 

after the crews. In those years, we even 

had our own football team.“ 

Entry into container shipping 

In the second half of the 1970s, 

German coaster agents also began to 

enter the container shipping sector. An 

increasing number of container feeder 

ships and also larger units of up to 8,000 

tdw were ordered. Klingenberg, meanwhile 

sole owner of Albert Hauschild, 

followed this trend with his own keen 

instinct for market developments and 

in 1986 ordered his first containership 

from the yard Nobiskrug. This became 

the „Thies“ (2), which with a capacity of 

7,500 tdw could carry 580 TEU. 

22 

Towards the end of the 1980s, the 

shipping sector had overcome a low in 

freight rates and there were clear signs 

of a container boom. Armin Klingenberg 

recognised this as a great opportunity. 

It lay in his energetic nature, 

rejecting all compromise, tackling what 

had to be done, to rise to this challenge. 

He was one of the first German shipowners 

to place newbuildings in China 

in 1991 after the gradual opening of 

the Chinese market. „It‘s still almost 

incredible how difficult that was at 

that time. Neither the Chinese partners 

nor I myself had any experience with 

financing or the many other things 

that were all somehow still in a state 

of flux then. But both sides wanted to 

see it through, and things worked out 

somehow. „Just how, you might ask me 

today? Everything was virgin territory, 

but we succeeded. And so we became 

a pioneer for other German shipping 

lines. The result is clearly evident in the 

number of newbuilding orders placed 

after us.“ Klingenberg Bereederungs- 

und Befrachtungs OHG was then 

founded on January 1st 1995. 

First-rate equipment is vital 

Armin Klingenberg is very familiar 

with the Chinese shipbuilding industry. 

He has already had ten vessels built in 

China and has another four still under 

construction. He did not want to disclose 

any further plans at the time of 

the anniversary. 

Right from the beginning, Klingenberg 

put great priority on having mostly 

German equipment installed in all his 

ship newbuildings in China. He notes 

that „today that’s already routine. It‘s 

a really first-rate investment, and the 

resulting reliability pays off in the long 

run“. He cites as only one example MaK 

engines from Kiel, on which he has relied 

for a long time. The first vessel he had 

equipped with these was the „Ville de 

Mijo“, delivered in 1993 by MaWei Shipyard 

in Fuzhou (China) and meanwhile 

sold to another owner. This 5,684 gt/599 

TEU containership with its own cargohandling 

gear was specially strengthened 

for handling heavy cargo. The vessel‘s 

propulsion plant was a MaK engine 

of type 9 M 453 with an output of 3,300 

kW at 600/min, providing a speed of 

14.5 knots. As shipowner, Klingenberg 

was very satisfied with this choice, and 

he equipped all his further newbuildings 

with MaK engines for the main propulsion 

plant. Four of these are still in service, 

and four more have been ordered in 

China. They all have MaK M 43 engines 

for the main propulsion system. 

MV “Ilona”, built in Wuhan, China, providing a container capacity of 847 TEU at a 

deadweight of 11 000 t

The container turns fifty, and … 

its success story is far from over 

People have never set so much 

store by a thing made to store 

things,“ quipped a German 

business magazine with reference 

to the container in the mid-1960s. 

The big standardised boxes from 

the USA came over the Atlantic in 

1966. Before this, however, they 

had already undergone refinement 

for over ten years in inner-American 

transport, initiated by Malcolm 

McLean (1913-2001), a man who 

became a legend in his own lifetime. 

This development was certainly 

also followed from the other 

side of the Atlantic. Yet the Europeans 

became very agitated when it 

became clear that they would also 

be confronted by these boxes. They 

were certainly not happy about this 

prospect and in fact deeply sceptical, 

although they gladly welcomed 

so many other things “from 

Methods had to change in the fast-growing sea 

transport sector. 


America”. Yet everyone was aware 

that something was „in the air“, 

that with the advent of the boxes 

something unusual was bound to 

occur, although no one knew what 

might happen, what kind of development 

could be expected and 

where it would all end. It was as on 

the eve of a revolution, and, as we 

all know, it became one. 

The container very rapidly transformed 

not only the entire transport 

world with all its hitherto 

separate areas but also the whole 

global economy. Without the container, 

the much praised – or also 

detested – process of globalisation 

as we have experienced in the past 

In May 1966, the Sea-Land containership 

„Fairland“ unloaded the first 

containers carried overseas in Rotterdam 

and Bremerhaven. 

23

two or three decades could not have 

occurred, or in any case not at the pace 

it did. The success of this revolution and 

in particular the ongoing development 

has been very much due to the shipbuilding 

industry, as it was responsible 

for designing the boxes linking the 

continents, without which the changes 

in the transport world have been inconceivable. 

German shipyards played a 

significant part in this process. 

First of all, it is probably true to say 

that the containership has undergone 

a more rapid and volatile development 

than any other type of vessel in 

the long history of global shipbuilding. 

It began after some more or less hesitant 

preliminaries with the enormous 

increase in ship sizes between the 

second half of the 1960s and the beginning 

of the 1970s. The vessels ordered 

in 1967 for the North Atlantic service 

became known as the first generation 

with 14,000 grt and 750 TEU capacity. 

In 1969, orders were placed for ships 

of the second generation for the Austral 

service with 27,000 grt and 1,500 

TEU, followed only a year later by vessels 

of the third generation with 55,000 

grt and 3,000 TEU for Far East services. 

Ship sizes and capacities thus quadrupled 

within the space of four years. 

24 

Shipbuilders were confronted with 

the special problem that the containership 

was an entirely new type of vessel 

and that the enormous size increases 

had to be mastered in the individual 

generations without any time remaining 

to gain experience with the previous 

ones. Problems concerning, for 

instance, spaces between containers, 

tolerances or effective lashing equipment 

had to be solved largely theoretically. 

However, shipbuilders coped 

very quickly and admirably with all 

these challenges. That applied particularly, 

but not only, for the German shipbuilding 

industry, first and foremost for 

Blohm + Voss, Bremer Vulkan, which 

later met such a miserable end, and 

Howaldtswerke-Deutsche Werft AG 

(HDW) or their predecessor companies. 

In the mid-1970s, it was then generally 

accepted that in the foreseeable 

future the sector would be unlikely to 

see either a fourth containership generation 

or one with nuclear propulsion, 

or any submarine containership 

or container airship for that matter – 

all projects that were more or less seriously 

discussed at that time. The technical 

development seemed to have 

come to a halt. Standardised rectangular 

boxes had to be transported, and 

that was that. What other major steps 

would be necessary? The limit to further 

increases in ship sizes was set by 

the Panama Canal, through which 3,000 

TEU vessels could just pass. „The limits 

to reasonable growth have become 

clear after the great strides made in the 

past ten years,“ it was stated for example 

in 1977. 

Further progress after 

apparent standstill 

Following the enormous growth in 

the size of containerships up to the 

early 1970s as noted, for a long time 

there seemed to be little debate outside 

narrow expert circles concerning the 

further development of the containership, 

although it should be pointed out 

that there was never really any technical 

standstill at any time, even if this 

appeared to be superficially the case. 

Progress made during the next ten 

to 15 years involved mainly constant 

design optimisation and became particularly 

evident with the ever increas- 

With the increasing size of containerships 

for overseas transport, seaborne 

distribution from major ports is handled 

by ever larger feeder vessels.

ing container capacities with no change 

in ship dimensions. 

Further focal areas involved achieving 

more safety and time savings, the 

latter for instance via the simplification 

of container lashing procedures with 

lashing bridges for containerships with 

capacities of 2,500 TEU upwards. The 

foldable lashing frame with the hatchcover 

was another idea developed with 

support from Germanischer Lloyd. 

A crucial year was 1988 with the 

entry into service of the first containerships 

that were wider than the 

locks of the Panama Canal and thus 

no longer able to use that key waterway. 

This was the beginning of the era 

of the so-called Post-Panamax carriers. 

These vessels were built by HDW 

in Kiel and Bremer Vulkan for American 

President Lines (APL). They could carry 

4,340 TEU. In that watershed year of 

1988, the experts were also surprised 

by the first containerships that with 

greatly reduced wing structure width 

could stow eleven instead of the hitherto 

ten containers next to one another 

in the hold and yet because of their 

unchanged beam could still transit the 

Panama Canal. The innovator was the 

Danish shipping line Maersk, which had 

these vessels (M class) built at its own 

yard in Odense. Maersk, which via internal 

growth and mergers became the 

world‘s largest container line, greatly 

contributed to the technical progress in 

this sector. 

While ship sizes had in the meantime 

developed in a rather continuous way 

without any spectacular highlights, 

there were very different developments 

as regards speed, which have 

always been influenced by fuel price 

levels. Thus, the vessels of the second 

generation deployed in the Austral 

service were faster than those serving 

on the North Atlantic, and the first 

Far East vessels with their 26/27 knots 

were even faster. Speed was, of course, 

a definite advantage, especially on long 

routes. The US shipping line Seatrain, 

which no longer exists today, deployed 

Refrigerated containerships have a 

considerable influence on conventional 

reefer shipping. 

vessels on the North Atlantic that with 

gas turbine propulsion achieved 28 

knots with a daily fuel consumption 

of over 300t. The record was finally 

achieved by Sea-Land, also based in the 

USA and incidentally one of the pioneers 

in this business, which offered a 

speed of 33 knots with its eight 1,096 

TEU containerships of the type SL-7 

built in Germany and the Netherlands 

that entered service from 1973. These 

vessels with their two geared steam 

turbines providing a propulsion output 

of 120,000 hp were the fastest cargo 

ships ever built. Their daily fuel consumption 

was 600t at top speed. Certainly 

an expensive proposition. 

Then came the 1973 oil price shock, 

when bunker costs skyrocketed. Shipping 

lines had to „apply the brakes“. 

The normal speed for newbuildings 

declined to well under twenty knots. 

The fast vessels commissioned in previous 

years reduced their propulsion 

performance, and Sea-Land, which 

because of the high oil prices had run 

„straight on to the rocks“, sold its ships 

for certainly good prices to the US Navy. 

Although speed has remained a talking 

point, it was only from the mid-1990s 

that the large newbuildings designed 

for Europe-Far East or Pacific services 

again reached 24-25 knots or even more 

in some cases. However, the average 

speed of all containerships remained 

constant at about 19-20 knots. 

It is worth mentioning the „open 

top“ containership without hatchcovers 

as an independent development, in 

addition to the CONRO carriers (carrying 

both containers and Ro-Ro cargo) 

commissioned in those years. The first 

large open top vessel was the 48,805 gt 

„Nedlloyd Asia“ with 3,568 TEU capacity. 

This no longer had a closed deck 

except for the first three forward con- 


As containerships become ever larger, joint 

services are developing in many trades. 

tainer rows. The vessel without hatchcovers 

is fitted with continuous cell 

guides from the ship‘s bottom making 

it possible to stow the containers in 13 

layers on top of one another. 

This type has indisputable advantages 

but also drawbacks from the 

technical point of view. It is certainly an 

advantage that with the loading and 

unloading of the containers it makes 

unnecessary time-consuming lashing 

work as well as uncovering and covering 

of the hatches. On the other hand, 

more time is required for transhipping 

most containers, as each box has to be 

raised right over the high cell guides. 

The restricted tolerances of the containers 

in the guide rails do not permit 

any significant incline of the ship in 

port. Moreover, a much higher pump 

output is required to transfer over 

board the increasing water volume 

from rain or seaway resulting from the 

open design. Another important point 

is that because of their tonnage the 

vessels also have to pay higher demurrage 

charges in ports. Only a few ships 

of this type have so far been put in 

service, at least for overseas transport. 

The situation seems to be different for 

feeder services. Thus, the Hamburgbased 

Sietas Shipyard has developed 

an open-top type of which more than 

fifty units have meanwhile been commissioned. 

But to return to 1992. The particularly 

noteworthy newbuildings at that time 

included the „Hannover Express“ series, 

ordered by Hapag-Lloyd from Samsung 

Shipyard in South Korea. These 58,783 

gt vessels had a length of 281.60m 

and were thus probably the longest 

containerships of their day. Their container 

capacity reached 4,407 TEU and 

thus roughly the Panamax optimum. 

However, fully loaded they had to take 

on considerable amounts of water ballast 

of 10,000-15,000t in order to be 

able to float upright. These volumes, 

25

which frequently corresponded to over 

15% of deadweight, were absolutely 

vital to achieve the necessary stability, 

but were otherwise useless „cargo“. 

This inconvenience could generally be 

avoided by building wider ships, 

although these could no longer 

pass through the Panama 

Canal. And the industry was still 

rather reluctant about deciding 

on these at that time. Germanischer 

Lloyd later developed a 

method for reducing the ballast 

water volume, making it possible 

to carry up to 200 TEU more 

on board. 

Fast growth in ship 

capacities 

Following the commissioning 

of the first containerships 

that were too large to pass 

the Panama Canal, the Post- 

Panamax vessels as we have 

already mentioned, after some 

initial hesitation the dam was 

quickly broken. Although as 

late as 1992 the trade journal 

„Deutsche Verkehrs-Zeitung“ 

commented rather sceptically 

that „The 6,000 TEU ship is no 

Utopia“, a first feasibility study 

for the construction of 8,000 

TEU vessels was drawn up in 

the same year. It initially met a 

very cool reception, but only a 

little later, in 2003, the breakthrough 

for this size class, today 

regarded as standard in the 

East-West trades, was achieved. 

Over 80 newbuildings of this 

size were on the orderbooks of 

South Korean shipyards at the 

end of 2003. At the same time, a series 

of 9,500 TEU vessels had been ordered. 

And of the 1,124 containerships with 

a total capacity of 4.1m TEU ordered 

globally during 2005, 2.2m TEU (about 

55%) was accounted for by vessels with 

a capacity of 5,000 TEU upwards. The 

13,000 TEU vessel is already now being 

discussed. A first series is being built 

at Odense Shipyard, which belongs to 

Maersk Group. However, this yard is 

always very discreet when it comes to 

announcing technical details. It is certain 

that the technical aspects of the 

13,000 TEU giant have meanwhile been 

settled. Germanischer Lloyd has presented 

a relevant design with the South 

26 

Korean Hyundai shipyard. In view of 

the previous development, it will probably 

be only a matter of time before 

the first orders for it are placed and 

outside Europe. It remains to be seen 

There have so far been no limits to the growth in the 

size of containerships. 

whether there will then be a Malaccamax 

ship with 18,000 TEU capacity, 

just able to pass through the Strait 

of Malacca. The experts are already 

discussing the feasibility of such 

a vessel. 

The limits to growth for the present 

mega-carriers are set, as is continually 

emphasised by shipbuilders, less by 

the design of the ships themselves – 

„technically everything is doable“ – but 

rather by external factors. These are 

first and foremost the water depths in 

port entrances and in the ports themselves, 

the suprastructure in the form 

of the transhipment facilities, the logistics 

requirements, particularly with 

respect to the organisation of feeder 

services, and the increasing operating 

and also environmental risks in 

the event that such huge vessels ever 

become incapable of manoeuvring or 

suffer an accident. 

The maximum available 

size of the propulsion plants 

also leads to certain problems. 

There are already some designs 

assuming a twin-engine propulsion 

system. The GL/Hyundai 

project also envisages such a 

plant, putting the priority on 

the safety aspect. However, the 

shipping lines still seem to be 

sceptical about this concept, as 

they are unwilling to accept the 

additional outlay for such solutions. 

The single-engine ship, 

and the single-engine mega 

ship, will thus in all probability 

remain the norm, at least 

for the time being. However, 

this requires extremely reliable 

engines with outputs of up 

to 100,000 kW or over. So far 

engine makers have managed 

to meet the requirements, and 

there should be little doubt that 

they will also offer the satisfactory 

solutions in future. 

In conclusion, it is fair to say 

that no sector is as closely connected 

with the deregulation 

and globalisation of the economy 

as container shipping. Since 

its beginnings in the mid-1960s, 

it has had a crucial impact on 

world trade. Container shipping 

has made a very significant 

contribution to the development 

of the global economy, 

and it is sometimes even compared 

to microchips, as recently noted 

by the former Germanischer Lloyd 

executive board member Dr. Hanns 

Payer. 

The efficiency and reliability of liner 

shipping have improved by leaps and 

bounds with the growth in ship sizes 

and capacities. It may be assumed that 

further progress will be made with the 

design of containerships in future and 

that engineers will be able to meet the 

market demand for even larger units. 

Containerships have always been developed 

to the limit of what is regarded 

as technically possible. Nothing indicates 

that anything will change in this 

respect.

Caterpillar Common Rail system for medium-speed MaK marine engines 

A great step forward 

The “magic triangle” of high performance, 

low fuel consumption 

and minimal emissions 

often used to describe the optimal 

marine engine is being transformed. 

Thanks to Caterpillar Common Rail 

(CCR), factors once regarded as mutually 

exclusive can now be individually 

harmonised. Caterpillar Common 

Rail represents a well-proven element 

of Caterpillar’s ACERTTM technology, 

based on over 80 years of experience 

in marine propulsion system technology, 

unique expertise and long-standing 

experience with electronic engine 

control systems. 

Sound basis 

Since their introduction in 1992, 

MaK long-stroke marine engines of 

the M 20 C, M 25, M 32 C and M 43 C 

series have been acclaimed worldwide 

for their great reliability and 

long component life as well as high 

performance and low fuel consumption. 

The combustion concept of these 

engines is based on a high stroke/bore 

ratio, intensive injection with a shaped 

injection curve and optimised valve 

timing. This ensures smooth running, 

even for heavy fuel oil (HFO) operation, 

as well as low NOx and soot in 

the exhaust gas. Today’s MaK engines 

comply with the current limit regulations 

for marine engines (IMO I, EPA 

Tier I) without additional after-treatment. 

However, as even stricter regulations 

are to be expected in the future, 

shipping lines are already calling for a 

clear strategy for further reducing the 

harmful exhaust gas components. 

Comprehensive research 

Given the constantly increasing customer 

expectations, Caterpillar is convinced 

that electronically controlled 

engines will steadily gain ground 

and become standard and has thus 

developed ACERT technology for Cat 

engines. This utilises various modules 

for controlling the combustion process 

with the highest precision, reducing 

emissions and noise as well as 

increasing performance and making 

MaK 6 M 32 C with CCR engine 

it possible to offer systems tailored to 

the particular application. The technology 

is being constantly refined 

and will clearly be able to meet future 

emission guidelines. Caterpillar has 

the know-how, resources and technological 

capabilities (with internal production 

of fuel systems and design 

of electronic controls) to achieve this 

objective. 

The MaK approach 

After thousands of its high-speed 

engines had shown the advantages 

of ACERT, Caterpillar started 

developing elements of this technology 

for the MaK medium-speed 

engines. As Dr. Frank Starke, Engineering 

Manager, Medium-Speed, Caterpillar 

Large Power Systems Division, 

Lafayette, USA, explains: “The objective 

was clearly defined: exceed customer 

expectations by maximising 

product value. The strategy therefore 

had to correspond with the reputation 

of the MaK brand providing top 

reliability in heavy oil operation, bestin-class 

fuel efficiency and minimum 

New Technology 

engine emissions!” Caterpillar opted 

for a two-phase approach to achieve 

the most effective solutions with little 

additional outlay, the first step involving 

Flexible Camshaft Technology (FCT) 

for flexible camshaft control and the 

second step the Caterpillar Common 

Rail Fuel system (CCR). 

Flexible Camshaft Technology (FCT) 

Because it is based on the concept 

of ACERT system integration, Flexible 

Camshaft Technology achieves 

a synergy between flexible fuel systems 

and highly sophisticated supercharging 

systems, as well as fully utilising 

the current MaK engine design 

parameters. While retaining high fuel 

injection pressure over a wide operating 

area, fuel injection timing is loadcontrolled. 

Increased injection pressure 

at partial load leads to finer fuel 

atomisation and reduced smoke emissions. 

At partial load, the control times 

of the inlet valve are also changed to 

increase the effective compression 

and thereby achieve a more complete 

combustion. 

27

FCT is a robust solution based on a 

mechanical lever shaft that automatically 

influences both injection timing 

and inlet valve processes. The engine 

load required for activating the lever 

can be flexibly adjusted according to 

the operator’s requirements. In any 

case, visible smoke is eliminated at 

partial load and performance (load 

response behaviour) is enhanced, 

while the IMO I standards are complied 

with at all load points. Invisible smoke 

is a clear advantage for all ships and 

boats. A low smoke level for vessels 

operating is increasingly required by 

the regulatory authorities in emissionsensitive 

areas. About 20 MaK engines 

equipped with FCT in the M 32 C and 

M 43 C series have been sold for cruise 

ships and ferries to date. 

Caterpillar Common Rail (CCR) 

FCT meets current market requirements. 

However, further smoke reduction 

at partial load will be required in 

future. The mechanical basis of this 

technology meanwhile offers only 

limited scope for improvement. “On 

the other hand, Caterpillar Common 

Rail clearly points the way to complying 

with future regulations,” explains 

Frank Starke. “CCR is also based on the 

ACERT system and represents a totally 

flexible fuel system offering sufficient 

potential for meeting even stricter 

smoke reduction requirements (about 

28 

50% below FCT).” And CCR uses injection 

maps, a technology for the fine 

tuning of the injection parameters for 

every single engine operation point. 

Starke: “Injection mapping not only 

guarantees optimal injection pressure 

with given load but also makes it possible 

to reduce soot and NOx emissions.” 

Smoke emissions at low engine 

load remain well below the visibility 

limit for particularly emission-sensitive 

areas. Moreover, even when the 

engine is started there is no visible 

soot, which is a great advantage, particularly 

in the cruise business. CCR 

generally permits ship operation without 

visible soot throughout the operating 

range. Moreover, fuel consumption 

during operation at normal load 

can be reduced without having to 

make compromises on NOx emissions. 

CCR is suitable for operation with HFO 

(Heavy Fuel Oil), MDO (Marine Diesel 

Oil) and DO (Diesel Oil). And, most 

importantly, the system can be retrofitted. 

CCR – an integrated system 

Rail segment with three injector and 

assembled at the engine 

Caterpillar’s comprehensive experience 

with electronically controlled 

engines, wide product range and 

design expertise enable it to adopt 

a unique system approach. The 

main components of the Caterpillar 

Common Rail fuel system – high-pres- 

sure pump, rail, injection system and 

electronic control – were developed 

under Caterpillar’s design leadership, 

so that it includes the expertise with 

electronic controls available in the 

company as a keynote of CCR technology. 

n High-pressure pumps Two highpressure 

pumps deliver the required 

amount of fuel to the rail and ensure 

the necessary rail pressure in a closed 

loop. The pumps are based on a proven 

design, but have been modified for 

HFO oil operation. As there are only 

two pumps (for series engines), the 

number of high-pressure connections 

and components is reduced while also 

ensuring adequate redundancy. The 

suction control ensures high pump 

efficiency. 

n Rail The double-walled rails are 

pressurized and serve as accumulator. 

One rail segment supplies fuel 

to several injectors, so that a 9-cylinder 

engine for example has three rail 

segments each supplying three injectors, 

while an eight-cylinder engine 

has two rail segments each feeding 

four injectors. This design reduces 

the number of components and highpressure 

connections required. Flow 

limiters prevent the cylinders from 

being oversupplied with fuel, a safety 

valve ensuring pressure relief if there 

is excessive pressure in the rail. A scav-

enging circuit makes it possible to 

keep the entire fuel system (high- and 

low-pressure system) in a pre-heated 

condition and ensures reliable HFO 

operation. 

n Injectors Caterpillar opted for a 

simple, robust, compact approach by 

using the fuel itself for controlling the 

injectors, thereby obviating the need 

for a separate control fluid. The cooling 

of the injection nozzle by means of 

lube oil is another typical characteristic 

of HFO operation. For CCR the lube oil 

circuit has meanwhile been expanded 

to cool the electrical components 

within the injector and thus increase 

service life. The injection process is 

electronically controlled and permits 

flexible timing from the beginning 

Injector 

including the capability for multiple 

injection. The injection profile and the 

shaping of the injection process were 

optimised using the combustion modelling 

available with the Caterpillar 

CAT-3D software, as well as comprehensive 

engine testing. 

n Electronics The key component of 

the CCR system is the proprietary electronic 

ADEM control module. The 

ADEM control system, pioneered by 

Caterpillar as a trail-blazing innovation 

almost 20 years ago, controls fuel 

delivery, air supply and other basic 

engine processes, thereby achieving 

an optimal balance between performance 

and emissions. The tailor-made 

software for MaK engines with CCR is 

based on Caterpillar's wealth of experience 

gained with the existing ADEM 

software and various engine control 

strategies and also takes into consideration 

the specific requirements of 

HFO operation with medium-speed 

engines. The functions of ADEM can 

be basically subdivided into a core 

system and a performance system. 

The core system comprises the actual 

control unit, a crankshaft speed 

pickup, two camshaft speed pickups, 

two high-pressure sensors, two intake 

throttles and the injectors. The performance 

system ensures an optimal 

setting of the engine under all operating 

conditions using information such 

as exhaust gas temperature, charge 

air pressure, ambient conditions and 

lube oil temperature. 

Safety and reliability – 

a matter of course 

The focus was on safety and reliability 

during the entire development 

process. Ulrich Hopmann, Engineering 

Supervisor CCR, Caterpillar Motoren 

GmbH & Co. KG (Kiel, Germany), points 

out in this connection that “CCR offers 

a state-of-the-art design by ensuring 

engine operation with proven technology 

(ADEM control unit), specific 

innovations (injectors) and redundant 

components (high-pressure pumps, 

double-walled lines and rails, speed 

pickups, pressure sensors).” A safety 

gear between pumps and engine, a 

pressure relief valve and flow limiters 

between rail and injectors further 

enhance the operating reliability of the 

CCR system. 

CCR – the ultimate solution 

Dr. Udo Schlemmer-Kelling, Manager 

Research, Caterpillar Motoren GmbH 

& Co. KG (Kiel, Germany), describes the 

current CCR technology for mediumspeed 

engines as the result of a long 

successful period of basic research and 

comprehensive pre-field testing. “A 

common rail solution for MaK engines 

was tested as early as 1988, and socalled 

unit pumps with electronically 

controlled solenoid valves were developed 

in 1995,” recalls Schlemmer-Kelling. 

The first MaK common rail concept 

was formulated at the dawn of the new 

millennium and finally led to the official 

launch of CCR at SMM 2006. 

Dr. Frank Starke: “Another important 

lesson that we have meanwhile 

learned is the retrofit aspect, which 

makes it possible to install the entire 

system in any existing MaK M 32 C 

engine already in operation.“ 

New Technology 

Thanks to the closed loop, the electronically 

controlled injection system 

provides long-term stable operation 

and emission values compared with 

mechanical solutions. Moreover, the 

injection mapping has the potential 

to respond to the wear and tear 

of an older engine by using modified 

control parameters, which are implemented 

during regular engine maintenance. 

“CCR combined with FCTcontrolled 

valve activation offers an 

almost unlimited degree of freedom 

for engine optimisation and control,“ 

concludes Frank Starke. 

A Caterpillar Common Rail 

CCR is the result of extensive 

research into system stability and 

service life with HFO operation and a 

prudent assessment of the experience 

gained in the field with competing 

solutions. It combines innovative technology 

with a level of reliability that is 

unprecedented for the sector. The MaK 

6 M 32 CCR marine engine presented 

at SMM 2006 opens up a new chapter 

in the long Cat and MaK success story. 

And we are only at the beginning of 

an exciting development: starting 

with MaK M 32 series, CCR will be provided 

in future for the entire range of 

medium-speed MaK engines, with the 

M 20 C, M 25, M 32 C and M 43 C. 

Initial customer responses to the 

official launch of CCR have been very 

encouraging. According to Jaime 

Tetrault, Manager Europe Africa 

Middle East Marine, Caterpillar Marine 

Power Systems, Hamburg, Germany, 

CCR technology is now also being 

considered for cruise ships operating 

in emission-sensitive areas and 

cargo vessels with gensets running 

continuously during loading and 

unloading routines in port: “Caterpillar 

Marine Power Systems is confident 

of being able to conclude further 

contracts for MaK engines based 

on CCR.” 

High performance, low fuel consumption 

and minimised emissions 

are thus no longer mutually exclusive 

parameters. With Caterpillar Common 

Rail, MaK marine engines have certainly 

taken a great step forward! 

29

Remarkable Ships 

30 

“Delta St. Petersburg” 

from Nikolaev 

The large shipyards in Ukraine are gradually making 

headway in the market, often with foreign support. 

Their newbuildings are of good quality, as is generally 

confirmed. An example is the container feeder 

ship “Delta St. Petersburg”, recently delivered by VAT 

Sudnobudivnyi Zavod “Okean” (Nikolaev) to Beluga 

Shipping GmbH (Bremen). The 8,970 gt newbuilding 

with a length of 154.85m, beam of 21.50m and 

draught of 6.90m can carry 900 TEU. The main propulsion 

system comprises a MaK engine of type 8 M 

43 C, developing 8,000 kW for a speed of 18.7 knots. 

MS “Stadt Heilbronn” 

optimised for the Neckar 

Gerd-Jürgen Britsch, managing director of the successful 

shipping line Schwaben GmbH since 1982, is justifiably 

proud of the latest addition to his company’s 

fleet, particularly because the vessel was the result 

of exemplary European cooperation: “Planned in Germany, 

built in Poland and completed in the Netherlands.” 

And the MS “Stadt Heilbronn” is not only a fine 

ship; the 2,150 tdw vessel with a length of 105.00m 

and beam of 11.44m is also the longest newbuilding 

on the Neckar and optimised for conditions on this 

river. The double-hulled ship incorporates a Caterpillar 

type 3512B engine with an output of 1,118 kW. 

“MSC Portugal” 

from J.J. Sietas in Hamburg 

The “MSC Portugal” is one of the typical large container 

feeder ships built by J.J. Sietas in Hamburg for 

the shipping line Peter Döhle Schiffahrts KG, also 

based in Hamburg. The newbuilding is fitted with permanent 

container cell guides for carrying 868 TEU and 

equipped with efficient shipboard cargo-handling 

gear. The 9,990 gt/11,000 tdw vessel has a length of 

134.44m, beam of 223.50m and draught of 8.71m and 

is equipped with a MaK type 9 M 43 C engine, developing 

8,400 kW to provide a service speed of 18.5 knots. 

Multipurpose 

“Baloe” 

The multipurpose work boat “Baloe”, recently delivered 

by the Dutch Damen Shipyards in Hardinxveld to 

Sleepvaartbedrijf Herman Sr. BV in Zwijndrecht, also in 

the Netherlands, is particularly dependent on a robust 

propulsion plant so that she can reliably perform her 

various duties. Two Caterpillar 3412DTT engines provide 

the necessary propulsion for the “Baloe”, which is 

specially designed for deployment in shallow waters 

and providing support services in ports. The newbuilding’s 

most striking external feature is the high-capacity 

crane installed on the after deck.

Mega yacht 

from Lürssen Werft 

The construction of large luxurious super yachts has 

become an increasingly important segment of the 

German shipbuilding industry in recent years. A top 

position is taken by Lürssen Werft in Bremen-Vegesack 

on the Weser. This shipbuilder has had an excellent 

world reputation for super yachts for decades. 

One of its latest yachts is the “Oasis”, classified by 

Lloyd’s Register. This vessel, as is usual in this business, 

is registered for an unspecified owner in George Town, 

Cayman Islands. The 58.5m long beauty was built at 

the yard belonging to Lürssen Group in Bardenfleth, 

also on the Weser. Her propulsion plant comprises two 

Caterpillar 3512B engines, each developing 1,454 kW. 

“Bornholm Express” 

from Damen Shipyards 

The fast ferry “Bornholm Express”, built at the Damen 

shipyard facility in Singapore, recently entered service 

between Bornholm and Simrishamn in southern 

Sweden as well as Bornholm and the neighbouring 

island Christiansö. The 26 tdw aluminium monohull 

ferry of type Damen DFF 4108 has a length of 41m, 

beam of 8m and draught of 23m and is allowed to 

carry up to 245 passengers. The propulsion plant comprises 

three Caterpillar C32 diesel engines, each developing 

1,000 kW and driving via ZF 3050 gears three 

fixed pitch propellers to provide a speed of 25 knots. 

The auxiliary engines are also from Caterpillar. 

“Maasborg” 

from Ferus Smit 

The 6,000 tdw multipurpose freighter “Maasborg”, 

built by the shipyard Ferus Smit in Leer as yard no. 363, 

has been successfully deployed by the Dutch Wagenborg 

Group since her delivery to the shipping line 

Smith B.V. in Capelle a. d. Ijssel at the end of last year. 

The vessel with a length of 110.78m, width of 14m, 

depth of 8.13m and draught of 6.09m is powered by a 

2,614 kW MaK diesel engine of type 8 M 25, providing 

a speed of approx. 14 knots. The 4,000 gt newbuilding 

is designed mainly for transporting bulk cargoes as 

well as consignments of paper and timber but can also 

carry 226 TEU for a homogenous load of 14t. 

“Pelikaan” 

for the Royal Dutch Navy 

The Royal Netherlands Navy recently took delivery of 

the logistics ship A 804 “Pelikaan”, built by Damen 

Shipyards Gorinchem as yard no. 551004. The newbuilding 

is designed for transporting troops and equipment 

in the Caribbean. The 400 tdw unit at a draught 

of 3.1m has a length of 65.4m and beam of 13.2m and 

can carry 63 servicemen and their equipment in addition 

to the permanent crew of 14. The “Pelikaan” has 

two holds for dangerous cargo and is fitted with a 

deck crane with a capacity of 25t with 11m reach, as 

well as a 295 kW bow thruster. The propulsion system 

comprises two Caterpillar 3512B engines, each developing 

1,491 kW to provide a top speed of 15 knots. 

Remarkable Ships 

31

Seen en Route 

Hymn to Hamburg 

Cosmopolitan city and maritime centre on the Elbe 

Why be less than direct: saying 

something about Hamburg, 

describing the city, always involves 

something akin to a declaration of love. 

That begins with the statement that 

Hamburg is without doubt one of the 

world’s most beautiful large cities. This 

has been taken to heart just by many 

natives of Hamburg with very typical 

“Hanseatic” reserve, but is also only too 

readily confirmed by most foreign visitors, 

who are also considered as including 

those from the southern German 

federal states. 

The “Free and Hanseatic City of Hamburg” 

– a title recalling Hamburg’s 

membership of the medieval Hanseatic 

League of trading interests in northern 

Europe and one of which of not only 

the government of this city state is 

proud – offers just about everything its 

inhabitants and visitors could wish for. 

It has quiet and lively residential areas, 

middle-class and also fashionable quarters, 

all mixed together, a wealth of cultural 

attractions, with the “Elbe Philharmonic” 

as forthcoming highlight, 

as well as many sights that survived 

the bombs of the second world war 

and bear witness to Hamburg’s historical 

development. There is plenty of 

green everywhere, and a large lake, the 

Binnen- und Aussenalster, in the heart 

32 

of the busy city centre – something you 

hardly see elsewhere. This expanse of 

water is a delightful sight with all the 

sailing boats and other craft nearly 

every day and season. Hamburg, beautiful 

during the day, but also with that 

typical Hanseatic reserve, always makes 

a pleasantly colourful picture. 

But there is also another Hamburg, 

which awakes at a late hour. Its night life 

with its restaurants and pubs, “in” places 

and wide variety of entertainment is 

more than a match for that of other big 

cities. St. Pauli and the Reeperbahn with 

the Grosse Freiheit are a “must” for latenight 

revellers and are known not only 

to seafarers from every continent, as far 

away as Australia and New Zealand, so 

what more is there to say? 

The real heart of Hamburg, however, 

particularly in the economic sense but 

sentimentally too, is its port. The best 

view of this is to be had from the city’s 

symbol, the Michel: an impressive panorama 

of the shipyard facilities opposite 

with the giant drydock “Elbe 17” in 

the centre, Landungsbrücken terminal 

and old Elbe tunnel to the right and the 

historic Speicherstadt warehouse area 

to the left. The new HafenCity district 

featuring many architecturally interesting 

office and residential buildings 

is currently being developed on the 

periphery of the Speicherstadt towards 

the water. This area will also include 

the Elbe Philharmonic concert hall. 

In 2005, the Port of Hamburg handled 

over 125m t of cargo and a container 

volume exceeding 8m TEU, 

thereby consolidating its position 

as the second largest European container 

port. Visitors are recommended 

to take an extensive conducted tour 

around the port to gain some overview 

of all the interesting activities going 

on between the Speicherstadt and the 

container terminals further down river. 

However, maritime Hamburg is not 

only a bustling port but also shipyards 

and above all shipping lines, as it is easily 

the most important location for German 

shipping lines. By far the largest share 

of the German merchant fleet, meanwhile 

the third largest in the world, is 

managed from Hamburg. This maritime 

metropolis makes the ideal venue for 

the SMM – Shipbuilding, Machinery & 

Marine Technology International Trade 

Fair, held for the 22nd time this year as 

the leading international fair of the shipbuilding 

industry presenting the sector’s 

innovations to many visitors from Germany 

and other countries. The SMM certainly 

met their expectations, just as 

Hamburg itself with its abundance of 

attractions for everyone.

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