Caterpillar MarineNEWS2006Ocean Going Commercial Shipping Pleasure CraftEdition No. 81

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

Pleasure Craft

Commercial Shipping

Ocean-Going

Caterpillar MarineDiesel Engine Journal for our Business Friends December 2006 No 81

NEWS

Contents3

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 6 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 9 27 Caterpillar Common Rail system for medium-speed MaK marine engines: A great step forward 30 Remarkable Ships 32 Seen en RouteTitelfoto: Pleasure Craft, Commercial Shipping und Ocean-Going: Caterpillar serves all marine market segments

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Impressum Published by: Caterpillar Marine Power Systems, Neumhlen 9, 22763 Hamburg Edited by: Hans-Jrgen Homeyer, Sales Promotion/Public Relations, Marketing Support, Kiel 0431 3995-2686 Printed by: HB-Medien GmbH, Lhne Reprints in whole or part permitted only with due acknowledgement. File copy requested.

In th e 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

Successful SMM 2006 and Caterpillar presentation

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hen 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 worlds 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

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.

Caterpillars presence at the SMMIn 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.

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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 PossibleMaking Progress Possible was the watchword in all exhibition areas. This reflects Caterpillars 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

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 Caterpillars 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 Caterpillars 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 eventsA 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 Groherzogin 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 (Mnchmeyer, 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 successCustomer 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.

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In th e spotlight

Lively disucssions

19th International Tug & Salvage Convention and Exhibitionll 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 Europes 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, flat-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 BeursWorld 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-

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lined in a technical workshop Caterpillars efforts 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 first time in 1978, when the conference took place in Hamburg, and since then has been a permanent part of the event. Tugs and offshore 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 fine 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 finale 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 finest 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 finally 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

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Cruise liner Deutschland is driven by MaK engines too

Holland America Line

MaK engines for the new cruise ship of the Signature class

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ruises 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 years Cruise Shipping Convention in Miami, Caterpillar Marine Power Systems again concluded a contract with Carnival Corporation, the worlds largest cruise operator, following its order from AIDA Cruises last year. Caterpillar Marine is to deliver the propulsion plant for the

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 shipThe 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 HALs

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

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Signatu re-Class

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.

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 storyThe 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-

Reliable energy supplyThe 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-

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

vessel delivered in 2000 by the Spanish yard Astilleros Gondn 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 ships 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

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 Rhne and Sane 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.

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AI DA-Newbu i ldi ngMaK M 43 C engines for the AIDAdiva

First engine quartet delivered to Meyer Werftollowing 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 AIDAdiva, 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.

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The Sphinx projectWith 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-

With its appearance and its concept the vessels of the Sphinx class will surely inspirit the international market of cruise vessels

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.

below the optical perception limit and reduce NOx emissions to well below the IMO limit values.

Test passedThese 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.

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 A slow turning device for reliable engine remote starting n A connecting rod bearing temperature monitoring system to prevent the bearings seizing up n Advanced resilient engine mounting to minimise engine vibrations and their transmission on to the hull and n 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 Delighted customers Camshaft Technology (FCT). This proven element of Caterpillars ACERTTM techFlawless, clean design with very nology was developed to keep soot par- good access to all main components, ticle emissions over the entire load area was how Chris Joly, Principal Manager

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Marine Engineering at Carnithe engine plant. Caterpilval Corporate Shipbuilding in lar and Meyer Werft cooperSouthampton (UK), summaated closely to develop this, rises his overall impression comments Storz. The system of the MaK 9 M 43 C. Mr Joly comprises a safety managealso emphasises the excelment system and an alarm/ lent support provided via monitoring system with a Caterpillar Marine and the bus connector to the convarious specialist groups in trolling automation system the Caterpillar engine plants of the ship. Its function and in Kiel and Rostock. Were the interaction with the delighted to experience this engines were fully tested engine in deployment. We on the test stand. The conexpect reliability in operanecting cables are ready, a tion and low fuel consumpclass approval of the entire tion, Joly adds. Were parsystems being made posticularly pleased by the sible for the plant acceptFlexible Camshaft Technolance tests. This is an imporogy (FCT) and the fact that tant advantage for the this ensures extremely low yard, according to Storz: soot particle emissions even This innovative approach with minimum output creates confidence even exactly reflecting Carnivals from the test stand phase focus on sustainable develand saves us a great deal opment and environmental of time with the later protection. putting into operation of High engine performthe engines on board the ance and dedicated cusvessel. tomer advisory service is That is also confirmed by also the verdict of Jens Dedicated for the AIDAdiva shipment of one MaK 9 M 43 C Aloys Meemann, who heads Kohlmann, Senior Super- engine the project management at intendent Machinery, and Meyer Werft and is responDetlef Stremlow, Superinsible for the punctual delivtendent Newbuildings Machinery at Mechanical Engineering Group at ery of all four AIDA ships: Were conAIDA Cruises in Rostock (Germany). Meyer Werft, particularly for reduc- vinced that all parties involved have The surface temperatures correspond ing emissions and minimising vibra- done everything required to proto SOLAS, the sound levels are below tions and for engine automation. In vide the ship owner with an innovathe limit values, the engine vibra- particular, very strict limit values tive yet uncomplicated and therefore tions are restricted to a minimum, and for soot particles and NOx over the reliable engine plant. Were highly the plant complies with the low pre- entire load area required an advanced satisfied with the cooperation with scribed levels for fuel consumption, engine design and the selected FCT Caterpillar. says Stremlow, soberly reading off the system of MaK offered a very good One hardly needs to add anyentries in his check list. Kohlmann and performance, emphasises Heinz-Her- thing to these statements from the Stremlow are also impressed by the mann Jungeblut from the Mechani- experts, except perhaps a concludeasy accessibility to every area of the cal Engineering Group at Meyer Werft. ing comment from Leif Gross, Sales MaK 9 M 43 C for inspection purposes. Strict requirements as regards vibra- Director Global Cruise Projects at Were delighted by the results for the tions also necessitated careful inspec- Caterpillar Marine: The Caterpillar acceptance test of the engines for the tion of the engine vibrations and their team is extraordinarily proud that ship, concludes Kohlmann, but from effects on the built-on equipment it is equipping the new AIDA cruise the standpoint of an operator, were and also vibrations transferred to the ships with the basis of a powerful yet even happier about the performance engine substructure, thus considera- cost-efficient and low-emission prothat can be expected in daily opera- bly affecting passenger comfort. The pulsion plant. Were already looking tion on board. new resilient dampers have in any forward to April 2007, when the AIDcase demonstrated their effective- Adiva will be named in Hamburg ness: all vibration measurements were the people of this city are meanwhile Satisfied shipyard well below the specified limits, notes known as enthusiastic fans of cruise The AIDA engine plant offers Jungeblut. ships, including those at the headnumerous technical improvements, Special priority was given to the auto- quarters of Caterpillar Marine Power explains Jrgen Storz, head of the mation system required by the yard for Systems.

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New Design Featu resMaK M 20 C

Enhanced M 20 series offering many advantages for the operator

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n 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 New engine block 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- Camshaft

M20C sectional drawing

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and as auxiliary genset for generating electricity on containerships and passenger vessels.

Extensive operating experienceCaterpillar Marine Power Systems 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.

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,

New design features of the M 20 Cn

The Schubboot Veerhaven VIII is driven by three MaK M 20, which has passed already more than 77.000 running hours

The enhancement based on operating experience and new research findings includes the following main design modifications: n Dual-circuit cooling system with easier installation and increased efficiency based on higher cooling water temperatures of up to 90C n 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 n 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.

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Quality Manageme ntTested quality

Certification for Caterpillar Motoren Guangdong Co. Ltd

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ollowing 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 Caterpillars 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. Were 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 Caterpillar Marine Power Systems to do an even better job of meeting the requirements of the increasing number of Asian shipyards and shipping lines.

Tradition in quality managementThe 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 theThe 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

Rostock in December 2005, all MaK marine engine plants now operate in accordance with standard quality standards.

Approval for plant and production processIn 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

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A 9 MaK M 25 ready to delivery

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), Lloyds 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

name of specific classification societies, i.e. American Bureau of Shipping (ABS), Bureau Veritas (BV), Det Norske Veritas (DNV), Germanischer Lloyd (GL), Lloyds 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.

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.

MaK M 25 for even higher performanceApart 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

World class for the customerThe 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.

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Plant Manageme nt

Caterpillar Engines

New engine plant for the M/S Chi-Cheemaun

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o one could pretend that As the M/S Chi-Cheemaun gazing into a crystal ball operates in an area of excepto divine the future of tional natural beauty, one of shipping might provide a reliathe main considerations with ble way of predicting how this the new engine plant was to transport market will develop achieve a significant reduction in the next quarter of a century. in emissions from the engine But there are definite paramplant, i.e. NOx. OSTC was inieters that have very recently tially guided by the IMO Annex become very evident, and these VI, but then decided to reach can serve as an orientation the limit values for marine basis for investment decisions engines exhaust gas emissions for new ships or installation of according to EPA Tier 1 even new propulsion plants in vesbefore its introduction by the sels in order to offer some secuCanadian government. In addirity that the particular system tion to this decision in favour of will be commercially viable environmental protection, there for the projected period of use, was the need to reduce fuel no matter whether a private- The three new Caterpillar 3508B engines will provide a and lube oil consumption. At sector or a public-sector asset is total power of 1800 kW the beginning of project planinvolved. ning, it was therefore decided The replacement of the entire main offered for special cruises and use as to adopt a new engine plant design and auxiliary machinery of the Ro-Pax a floating conference venue as well better oriented to the ships operatferry M/S Chi-Cheemaun is based on as for special events outside the reg- ing profile. As Brian Pyke, technical a extended view of these principles ular schedule. The revenues thereby director of OSTC, comments: As Ive with the aim of ensuring that the ship achieved have been reinvested in the always worked as a marine engineer is equipped in such a way that it can vessel in order to offer the ferry pas- and inspector, Ive witnessed a gradsatisfy the requirements and demands sengers and users more comfort and ual consolidation trend among marine likely to made on it over the next 25 thus a more attractive overall voyage. engine makers, and its clear that only years. This also includes the consid- This reorientation has been due in a few large international suppliers will eration that this vessel will probably particular to the greater customer remain in the very near future. It was remain the only service provider on its focus after the shipping line was put very important to select one from this special route. under the Ontario Ministry of North- small group, and we assessed all supThe M/S Chi-Cheemaun was built ern Development and Mines. However, pliers offers from this point of view. in 1974 by Collingwood Shipyard for Owen Sound Transportation Com- As regards service, we were generOwen Sound Transportation Com- pany (OSTC), an Operational Enterprise ally more satisfied with North Ameripany, which was at that time owned Agency of the Province of Ontario, has can makers than European companies, by Ontario Northland, a state com- full responsibility for ship manage- and this also played a part in our decipany concerned with creating a ship, ment and marketing. sion-making process. rail and telecoms infrastructure in Planning for a renewal of the entire The project also aimed to reduce the the northern Canadian province of engine plant began at the end of the number of cylinders in the new engine Ontario. In the past 30 years, the M/ 1990s, when it became obvious that plant, which prompted the decision S Chi-Cheemaun has provided the the existing systems could no longer to replace the 12-cylinder diesel bow vital ferry link between Tobermory on be economically operated for another thruster propulsion with a 500 hp the Bruce Peninsula in Ontario and 25 years. Although the machines had alternating current motor with variSouth Baymouth on the south-eastern run very well with only little or no mal- able speed. This required an increase tip of Manitoulin Island. It operates functions, there were increasing con- in ship mains capacity from 1,200 kW from mid-May to the end of October cerns that downtimes caused by the to 1,800 kW, which was made possiand has become increasingly popular operating time and thus repairs could ble with the installation of three new for both passenger and freight trans- be expected in future. Ferry operators Caterpillar 3508B/SR4B marine diesel port as a convenient shortening of the are only too well aware that irregu- units developing 1,200 1/min and 600 route to or from the north while at the larities in schedules upset customers kW meeting the EPA Tier 1 regulations. same time offering a good view of the and thus result in financial losses. This These V8 cylinder plants replaced the beautiful landscape. prompted OSTC to install a new pro- original V12-cylinder ones and fitted With additional marketing initia- pulsion plant in the ship and upgrade very well in the cramped engine room. tives, in recent years the ship has been many important relevant systems. Two of these new units operating in

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parallel have sufficient capacity for driving the bow thruster as well as supplying the accommodation rooms. Instead of modifying the original switch- The three new Caterpillar 3508B engines will provide a board, a completely total power of 1800 kW new switchboard with state-of-the-art control technology boilers featuring the latest burner was designed and installed by Canal technology and much higher effiMarine from St. Catharines for opti- ciency were provided for generating mal control of the higher electricity steam for heating the accommodation. requirement. This permits complete The work on the exhaust gas systems remote control of the gensets in both also included increasing the capacity automatic and hand operation. Various of the main engines. Four 6-cylinder electric motor control consoles were C280 Caterpillar main engines are to also replaced, as many components be installed in the second phase after had meanwhile become obsolete. The the end of the 2006 operating season. new control consoles were designed In a pre-audit carried out by Toromto cope with the higher potential fault ont, the supplier of the entire engine currents of the plants working with package, it became evident that four increased capacity. new funnel shafts with a diameter A new Caterpillar C9 6-cylinder of 500 cm as well as exhaust silencseries engine with radiator cooling ers with a bore of 550 cm and high and an output of 200 kW as stand-by damping factor have to be provided unit replaced the original V12-cylinder in order to meet the physical requireunit. The engine can be started with ments of the new propulsion engines compressed air and electrically, thus with 1,730 bkW/900 1/min. These providing a completely redundant changes were already implemented in start system in accordance with the phase one of the new engine installaregulations of Lloyds Register of Ship- tion, and thus no further work in this ping. The stand-by unit installed in respect will be necessary in phase two, the area immediately below the ship except for providing the direct confunnel can feed the network within nection required to the new propulfive seconds to supply important elec- sion engines. tric plants. As Brian Pyke notes: Enhanced All new Caterpillar engines are plant management was one of the equipped with fuel and lube oil sys- main factors determining our selectems conforming with SOLAS and offer tion of the electronically controlled an extra degree of safety, although main and auxiliary engines. The posthis was no requirement. All engines sibility of being able to call up operare built in accordance with the high ating and diagnosis data for review requirements of the quality assur- purposes and in real time will help us ance programme of Lloyds Regis- optimise our maintenance manageter of Shipping. Since its refit, the ment programme, cut costs and maxM/S Chi-Cheemaun has been subject imise operating reliability. We were to inspection by Transport Canada and very impressed by the capability of the with the renewal of the engine plant Caterpillar ADEM engine control modhas been covered by classification ules to display critical information. under Lloyds Register of Shipping. Our maintenance management proImprovements in environmental pro- gramme is based on fuel consumption, tection included replacing all exhaust operating material analysis and nongas insulation with asbestos-free destructive tests and measurements materials and cleaning the ventilation instead of mere operating hours. The shaft unit to remove dust and parti- reduction in the use of lubricants and cle deposits. New diesel-fired Fulton 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 C2806 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: Weve 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 ships 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.

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Sh i pyard portrait

Volharding Shipyards

The Beluga Resolution a newbuilding of Volharding Shipyard

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On successful course with wide product rangeas 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 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.

olharding 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

Volharding Foxhol with the ferry newbuilding Grand Manan V

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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.

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 companys 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 locationsOutside 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 groups newbuilding centre, the focus of which is a fully covered drydock and fitting-out quay.

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Sh i pyard portrait

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 programmeVolharding 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. Volhardings wide experience is shown by the fact that it has built containerships and multipurpose vessels, tankers for various types of cargo, Ro-Ro and StoRo 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.

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

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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 anniversaryven 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 Hf, 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 Klingenbergs 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

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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 Lbeck 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 lines 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.

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Sh i ppi ng li n e profi le

MV Thies (1) was the first ship of the shipping company build in Germany

MV Thies (2), able to carry 580 TEU

And so the youngster gradually that time, and it is in various respects became acquainted with the compa- a shame that so much has been lost nys business learning by doing, as of these very personal contacts. This we would say today. Armin Klingen- personal approach proved so successberg had to do everything that had to ful that quite soon, in 1964, Klingenbe done in the small firm, such as draw- berg became a partner in the coming up clearing and provisions lists, and pany Albert Hauschild, which gradually he had to go everywhere, for example expanded its business over the North to the customs and the port authority Sea and Baltic: Seville, Casablanca or naturally on foot! If, for instance, a ship Archangelsk then became destinations. berthed on the Rethe had to be cleared, This met with a lack of understanding that meant a walk of two and a half in the traditional world of coaster shiphours from Altona through the Elbe ping. Voyages involving seven or more tunnel and, of course, trudging for the days at sea were undertaken. But you same time back, naturally in all kinds just dont do that, it was frequently of weather. That not only toughened murmured. But Armin Klingenberg did the spirit of the young Armin but also do it, and was successful, which was gave the budding shipbroker a wealth probably also a reason why he was of experience from which he admits transferred further shares in the comhe still benefits today. At that time, the pany. company Hauschild continued to focus on grain and feed cargoes. Time for a rethink Armin Klingenberg completed his training in 1959. He must have really A turning point not only for German satisfied his superior, who praised his coaster shipping but also for Armin Klinperformance and capabilities: Klingen- genbergs strategy was prompted by berg 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 MV Nadja with a container capacity of 672 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 didnt, 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 Klingenbergs available means, the head of Sietas at that time, Johann Jakob, naturally helped out with a contribution, which was later repaid. The parties came

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und Befrachtungs OHG was then founded on January 1st 1995.

First-rate equipment is vitalArmin 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 thats already routine. Its 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 vessels 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 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 Kennhhner, 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.

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. Its 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-

Entry into container shippingIn 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.

MV Ilona, built in Wuhan, China, providing a container capacity of 847 TEU at a deadweight of 11 000 t

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In th e spotlight

The container turns fifty, and

its success story is far from over

P

eople 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

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 pastIn May 1966, the Sea-Land containership Fairland unloaded the first containers carried overseas in Rotterdam and Bremerhaven.

Methods had to change in the fast-growing sea transport sector.

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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.

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 standstillFollowing 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.

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In th e spotlightAs containerships become ever larger, joint services are developing in many trades.

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 worlds 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, deployedRefrigerated 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-

tainer rows. The vessel without hatchcovers is fitted with continuous cell guides from the ships 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,

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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.

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 Fast growth in ship additional outlay for such solucapacities tions. The single-engine ship, Following the commissionand the single-engine mega ing of the first containerships ship, will thus in all probabilthat were too large to pass ity remain the norm, at least the Panama Canal, the Postfor the time being. However, Panamax vessels as we have this requires extremely reliaalready mentioned, after some ble engines with outputs of up initial hesit