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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. In the spotlight 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
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