Bremen volcano
Bremer Vulkan AG
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legal form | Corporation |
founding | October 23, 1893 |
resolution | August 15, 1997 |
Reason for dissolution | insolvency |
Seat | Bremen , Germany |
Number of employees | 22,500, Vulkan Verbund 1996 |
Branch | shipbuilding |
The Bremer Vulkan AG [ vʊlkan ] was an important major shipyard and a major employer in North Bremen .
The shipyard built ships of all categories ( cargo ships , passenger ships , tankers , fish steamers , submarines , container ships , frigates and others) and was one of the largest shipyards in Europe until the 1990s. Together with the ships from the predecessor shipyard, over 1000 ships were built on the Bremen volcano.
At no time has the owners developed a sustainable strategic investment concept that would have been suitable for competing with Asian, especially Korean and Chinese, shipyards. The entry into naval shipbuilding - except for compulsorily during the war years, the volcano had only built civilian ships - could not remedy the competitive weakness. In the mid-1990s, the company ran into financial difficulties due to insufficient equity capital, a lack of national objectives and therefore largely a lack of investment in civil shipbuilding. After the allegation of embezzlement of funds intended for investments in East German shipyard locations, Bremer Vulkan AG filed for bankruptcy in 1996 and in August 1997 ceased shipbuilding at the parent shipyard in Bremen-Vegesack .
In contrast to the geological name volcano , the name of the shipyard is emphasized in the Bremen colloquial language on the first syllable ([ ˈvʊlkan ]). It is derived from Vulcanus , the Roman god of fire and blacksmithing. The employees of the Bremer Vulkan referred to themselves as Vulkanese .
history
founding
After the prerequisites for the industrialization of Bremen's urban state created by the customs connection, Weserkorrektion and port expansion in 1888, the Bremer Vulkan (hereinafter referred to as BV) was created through the merger of the Vegesack shipyards and, with over 1000 employees, was one of Bremen's "giant companies" right from the start ".
October 23, 1893 is the founding day. The company is entered in the Bremen commercial register as Bremer Vulkan Schiffbau und Maschinenfabrik in Vegesack with a share capital of 300,000 marks. The first shareholders included the newly appointed Vulkan director Victor Nawatzki , the Bremen merchants Schütte and Loose, the Bremen shipowners Wätjen and Bischoff , the ship broker Bunnemann, the director of the Bremen wool combing company Zschörner as well as the Papenburg shipyard owner Meyer and the Bremen shipyard owner Ulrichs .
This was preceded by the purchase of the Bremen part of the Langesche Werft for 225,000 marks. At that time, the shipyard was located both in the area of the Republic of Bremen (Vegesack) and in the area of the Kingdom of Hanover (Grohn), although "small border traffic" should not have been unfavorable in terms of customs. This shipyard was founded in 1805 by Johann Lange , a talented and socially committed entrepreneur. After his death in 1844 the yard was continued by his eldest son Carl Lange and, after his early death in 1887, by his widow. The engineer Nawatzki, a native of Silesia, previously employed at Meyer-Werft in Papenburg, became managing director .
In 1895, just two years later, BV bought the site of the Bremer Schiffbau Gesellschaft , which was struggling with sales problems and a successor to the shipyard founded in 1883 by Hermann Friedrich Ulrichs, for 500,000 marks . This shipyard was also located in Bremen (Vegesack) and Hanover (Fähr). The Ulrichs shipyard had already completely converted to the construction of iron ships in 1872.
Nawatzki increased the share capital of the BV several times and bought additional land in Fähr-Lobbendorf; the total area was 325,000 m² and had a bank length of 1,500 m. In the late summer of 1896 he moved the shipyard from Langeschen to the Ulrichs site in Fähr; the administration stayed at the old place for the time being. In addition to the shipbuilding business, there was also a complete machine factory with a foundry, boiler shop, electric cranes and machine tools.
1900 to 1933
The following years were marked by successes. Nawatzki managed to prevent German shipowners from ordering their ships mainly abroad or from shipyards on the Baltic Sea.
Due to an economic crisis, the number of employees fell from 2,400 to 800 in 1908, and production in shipbuilding was cut back by 25%. 1911 was another record year, the number of employees rose to 3,600. In civil shipbuilding between 1909 and 1912, the BV became the number one among the Germans with an average of 40,000 gross register tons (GRT) delivered annually, ahead of the Flensburg shipbuilding companies with 30,000 GRT, the Tecklenborg shipyard in Bremerhaven with 27,000 GRT and the Stettiner Vulcan with 22,500 GRT Shipyards. The rise of the then city of Vegesack was connected with the rise of the shipyard.
During the war year 1915, the Reichsmarineamt began to influence production, the BV delivered a total of eleven mine sweepers and eight submarines, but largely maintained civil shipbuilding.
From 1919 the industrialist August Thyssen took a share in the BV; the number of employees rose to over 4,000 in 1920.
1933 to 1945
When the National Socialists came to power in 1933, the German Labor Front was supposed to take over the role of the unions in the factories. Hans Neumann and Bernhard Göhner organized the resistance of the illegal KPD on the BV. At the beginning of the Second World War , the volcano workers Hans Neumann and Leo Drabent organized a resistance network of the Bremen shipyards in conjunction with the Bästlein-Jacob-Abshagen group in Hamburg .
In the period that followed, the BV received more and more orders from abroad; in 1937 it was almost 70% of the new construction orders. Because of the foreign exchange procurement, these orders were deliberately calculated at low prices.
In 1938, Vegesacker Werft GmbH was founded as a subsidiary with the aim of separating civil and expected military shipbuilding - especially submarines. From 1940 the civil shipbuilding was largely stopped. By 1944, a total of 74 submarines of different types had been built at the shipyard.
The shipyard was attacked several times. The heaviest air attack took place in March 1943 by American bombers with 108 dead and well over 100 injured. The property damage was relatively minor. The Dachsmag , which Vulkan took over on June 28, 1944 , was destroyed by Allied aircraft on June 30.
In the years 1943-45, the Valentin bunker was built about 10 km further down the Weser in Bremen-Rekum by inmates of the Neuengamme concentration camp, the Bremen Gestapo labor education camp and the Bremen-Schwanewede prison camp.
From mid-1945 at least 14 submarines from prefabricated sections from Blohm & Voss and AG Weser, which are delivered on ferry pontoons, were to be assembled in the bunker under the direction of the BV. However, the facility was no longer completed, and submarines were never installed there.
post war period
The early years after the war were bridged by repair work for the Allies and locomotives. Fish steamers were the first ships built after the war for the fishing companies in Vegesack and Bremerhaven. In the 1950s, the great era of series production of different ships and engines began; an average of ten ships were delivered annually and the successful era of combi ships began, e.g. B. the Schwabenstein class for North German Lloyd , which can transport almost 9,000 t of freight and 86 passengers at the same time.
In 1952 the number of employees was again around 3,750.
1960s
In the mid-1960s, sales fell, with only five ships delivered in 1967. Only in 1969 was a change in sight with the delivery of twelve ships. In 1968/69 the first full container ships of the Elbe Express class built at Vulkan were delivered, which were joined in the following years by around a dozen container ships of the Bremer Vulkan type "D" , which were built from prefabricated sections.
1970s
To increase productivity, a 331 × 57 m large dry dock was built in the early 1970s, in which ships with a carrying capacity of up to 300,000 dwt could be built, with the option of being able to increase this to 1,000,000 dwt. A 450 t gantry crane was used to transport the material. Furthermore, a 170 × 25 m hall dock for ships up to 25,000 dwt was built. In addition, three of the old Helgen remained , on which the last new buildings were launched in 1985.
In the course of the rationalization measures, the increasing employment of workers from external companies took place. Three such colleagues from the Meyer company burned to death on November 16, 1972 on Helgen B.
In the workforce, which was considered to be one of the strongest in fighting in northern Germany, there were repeated minor strikes and in June 1973 there was also a lengthy unofficial strike for an inflationary allowance. The disputes in the company were sometimes extremely sharp; There were not only union expulsion proceedings from IG Metall against three members of the shop stewards ' body and the youth representatives who were close to the KBW , but also against the works council Heinz Scholz, who sympathized with the KPD . On January 29, 1975, a knife attack was carried out on Scholz.
A new type of heavy-duty transport system (STS) was developed for the transport of materials to the dry dock, with which the weather-independent prefabricated segments of up to 3,880 t in the shipbuilding halls could be transported and lowered into the dock.
When this system was ready, however, the necessary orders were missing. The tanker boom was coming to an end and tankers were being built more cheaply in East Asia, so the profitability gain that had been hoped for did not materialize. Special shipbuilding had been neglected and the shipyard lost its position in the modern development of this market segment.
The workforce was reduced from 5,770 to 4,300, until 1987 again to just 3,200.
Catching up the lost ground was the task of the second half of the 1970s and the BV mainly focused its activities on higher-quality new ships. The following difficulties arose not from a lack of orders, but from incorrect cost calculations, which led to a loss of 300 million DM in the construction of the luxury cruise ship Europa and the frigates for the German Navy.
Although the BV had practically no experience in warship building, it became the general contractor for the construction of the F122 class ships , three of which were built by the BV. The Federal Ministry of Defense had to refinance an amount of 200 million DM, otherwise this loss would have meant the closure of the shipyard at that time.
In addition, the state of Bremen took over around 25% of the BV shares that had previously been given to BV free of charge by the major shareholder Thyssen-Bornemisza . In addition, the administration building that had just been constructed in Wätjens Park was sold and at the same time rented again by the leasing company. The third rescue measure at that time was the founding of Vegesacker Grundstücksverwaltung GmbH & Co. KG, into which all land and buildings that were not operationally required were brought in, which were later gradually to be sold to private owners.
1980s
At the beginning of the 1980s, Bremen was finally hit by the shipyard crisis , there was a lack of orders for the two large shipyards AG Weser and Bremer Vulkan, and losses increased. The strived for closer cooperation between North German shipyards failed mainly due to competitive thinking, a merger of the two Bremen large shipyards also failed.
These years are characterized by mergers between BV and other shipyards:
- In 1979 the Neue Jadewerft in Wilhelmshaven was taken over (repair and maintenance work, smaller ships, tugs)
- In 1984 the Bremer Werftenverbund was formed through the merger with the Lloyd shipyard in Bremerhaven
- In 1985 the majority of shares in Schichau Unterweser AG Bremerhaven was taken over
- In 1987 almost 90% of the share capital of Seebeckwerft Bremerhaven was acquired
In 1988, the trained pharmacist and then Bremen Senate Director in the economic department of Friedrich Hennemann succeeded Dr. Norbert Henke the new Vulkan boss. His vision was to save the shipbuilding industry, which was lagging behind, and to build a global maritime technology group through diversification.
While the multi-purpose container ships of the CMPC construction program (Container Multi Purpose Carrier), which were offered in five different sizes at the beginning of the 1980s , were only ordered in a few units, the ship types built from 1986 onwards were of the types Econprogress BV 1000 to Econprogress BV 16/1800 , from to which the volcano was able to deliver 30 units by 1995, numerically a great success.
1990s
In the years that followed, companies were bought in, such as the Dörries Scharmann machine factory in Mönchengladbach. The group range was expanded to include electronics companies such as Krupp Atlas Elektronik GmbH and a service division. However, many purchases were restructuring cases. Controls were not to be feared, because the structurally weak state of Bremen was the largest shareholder in Vulkan AG and the Bremen Senate shied away from taking action against the management of the most important employer in the Hanseatic city.
In 1992, BV took over almost the entire East German shipbuilding industry with the shipyards in Wismar and Stralsund as well as the Rostock diesel engine plant . In this context, the Prime Minister of Mecklenburg-Western Pomerania, Alfred Gomolka, resigned . He wanted to prevent the cession of the East German shipbuilding combine to Vulkan AG and was then overthrown by the CDU state and federal government.
The strong expansion made it necessary to found a holding company in 1992. In 1994, Bremer Vulkan Verbund AG was a holding company in the following areas:
- Shipbuilding with 43.3% of the Verbund's total turnover of 6.0 billion DM in 1994
- Electronics and system technology with 29.3%
- Plant and mechanical engineering with 16.4%
- Participations with 11.0%
Shipbuilding itself at that time included the shipyards:
- Volkswerft Stralsund
- Wismar MTW shipyard
- Bremer Vulkan Werft, Bremer Marineschiffbau and Vulkan Schiffbau Verbund in Bremen-Vegesack
- Schichau Seebeck shipyard , Bremerhaven
- Lloyd shipyard , Bremerhaven
- Flender-Werke , Lübeck
- New Jadewerft , Wilhelmshaven
- Neptun shipyard , Rostock
They also belonged to the Bremen volcano
In 1995 the group employed a total of almost 22,500 people, around 10,700 of them directly in shipbuilding.
In September 1995 the first reports on BV's liquidity problems are published. Works councils of the East German shipyards are for the first time accusing them of having diverted DM 850 million in EU funding for the East Yards to the West German companies for purposes other than those intended. Vulkan AG's share price collapsed by 20 percent and did not recover. A year later, Friedrich Hennemann resigned as Chairman of the Board of Management, leaving the group with no leadership for several months.
bankruptcy
In February 1996, the new brief chairman of the board, Udo Wagner, filed a settlement application with the Bremen district court in order to counter a possible delay in bankruptcy . Bankruptcy trustees were Jobst Wellensiek, already known in Bremen, and Wolfgang van Betteray in Bremerhaven. The East German shipyards from the former Shipbuilding Combine were spun off from the group and were therefore not affected, as were the Lübeck and Wilhelmshaven shipyards. The Lloyd Werft Bremerhaven also had a good chance of survival due to a stable order situation.
A comparison that was initially sought for the other companies failed due to the lack of mass due to the required minimum quota of 35 percent, and a new beginning with a network of shipyards located on the Weser also failed. The BV workforce was taken over by the employment company Mypegasus .
Wellensiek succeeded in negotiating an additional payment for the construction of the Costa cruise ships with the ailing shipping company Costa Crociere and in completing two container ships for which extensive preparatory work had already been carried out. This made it possible to keep the losses for the state of Bremen, which had assumed around DM 900 million in guarantees for Vulkan orders, within limits.
In May 1996, the subsequent bankruptcy for the group headquarters in Bremen and the subsidiaries Vulkan Schiffbau Verbund GmbH, Vulkan Werft GmbH and Schichau Seebeckwerft could no longer be averted. After the two container ships had been delivered, the Vulkan shipyard in Bremen-Vegesack was closed in August 1997 .
The embezzlement of 850 million marks in EU funds was the subject of subsequent criminal proceedings against the board members of Vulkan AG. Even if Hennemann was in the dock, he was not solely to blame for the Vulkan bankruptcy. An investigation committee set up by the Bremen citizenship in 1997 made it clear that politics, the trust agency, the supervisory board and the auditor were also jointly responsible. In March 2010 two out of four former Vulkan board members agreed to a settlement in civil proceedings before the Hanseatic Higher Regional Court in Bremen .
The situation of the former Vulkan employees after the bankruptcy was discussed by Wolfgang Hien u. a. In several studies (see section Literature ) examined socially.
Reuse
Today there are numerous newly established businesses on the shipyard in Bremen-Vegesack. The Bremer Bootsbau Vegesack GmbH (BBV), in the u. a. Ships built or restored based on historical models went bankrupt in 2012.
Part of the volcano facilities (military shipbuilding) was taken over by the Lürssen shipyard.
A former factory air raid shelter is now used as a rehearsal and event center for the Vulkan culture bunker .
Shipyard crisis in Mecklenburg-Western Pomerania
After German reunification, the East German shipyards of the GDR shipbuilding combine were privatized. The main interested parties were the Bremer Vulkan AG Group and the Norwegian Kvaerner . Prime Minister Alfred Gomolka fought vehemently against the plans of the Treuhandanstalt to award the East German shipbuilding combine to Bremer Vulkan AG. He wanted to prevent the smashing of the five shipyards in Wismar , Rostock , Stralsund and Wolgast of the trust company Deutsche Maschinen- und Schiffbau AG , since - so it is assumed - the Vulkan was trying to get rid of the East German competition in the face of international competition.
Prime Minister Gomolka defended his plans to sell the five shipyards to various foreign buyers, also against resistance from Bonn.
In the spring of 1992, the IG Metall trade union supported the efforts of the federal government and Bremer Vulkan AG for a joint integrated solution.
With the exception of the Warnow shipyard , the Treuhandanstalt sold the remains of the East German shipbuilding combine to the Vulkan in 1993 . Prime Minister Berndt Seite took note of the sale.
From 1993 to 1995 approx. 700 million DM EU funds, which were intended for the East German shipyards, flowed legally into a financial management system of the group. Nevertheless, the volcano went bankrupt in the spring of 1996 . As a result, however, the subsidy money became part of the now lost bankruptcy estate as reserves.
The prosecution Bremen recognized it as the offense of infidelity realized, because the volcano could not ensure immediate provision of subsidy funds for the Ostwerften. The criminal proceedings against the former board members on suspicion of subsidy fraud were discontinued in 2010.
In addition, the Treuhandanstalt or Federal Agency for Unification-Related Special Tasks (BvS) was brought against Vulkan AG. guided. The Federal Court of Justice took a lawsuit by the insolvency administrator as an opportunity to develop the legal concept of liability for existential destruction.
Ships
This list contains a selection of important ships of the Bremer Vulkan and its predecessors:
- Ulrichs Werft and Bremer Schiffbau Gesellschaft, 1838–1895, Vegesack / Fähr
- 1839, building no. 1, Brigg Victoria for the shipowner GG Schröder in Vegesack
- Lange Werft, 1805–1893, Vegesack / Grohn
- 1805, construction no. 1, Galiot Adelheid Wilhelmina for the shipowner GJ Schröder in Bremen
- 1816, building no. 30, steam boat The Weser
- 1867/68, building no. 251, passenger steamer Smidt for around 900 passengers was the first transatlantic steamer built in Germany and at the same time the shipyard's first iron ship; The ship and engine turned out to be badly designed, therefore decommissioned in 1875 and scrapped in 1879. In its five years of operation, the ship carried a total of 12,292 passengers from Germany to New York in 20 transatlantic voyages, but brought its owners mostly financial losses.
- Bremen volcano Vegesack, 1893–1997
The construction numbers of the Langesche Werft were continued:
- 1895, building no. 350, Herringlogger Vegesack for the Bremen-Vegesacker Fischerei-Gesellschaft AG was the first new building of the Bremer Vulkan; the ready-to-drive Vegesack still exists today in the Vegesack Museumshaven
- 1897, building no. 406, freight steamer Joh. Albrecht for the New Guinea Compagnie, Bremen
- 1899, building no. 424, steam yacht Andrej Pervoswannij for the Imperial Russian Government
- 1900, construction no. 434, Kombischiff Strasbourg for North German Lloyd (NDL), scrapped in 1932
- 1901, construction no. 439, Kombischiff Breslau of the Cologne class for the NDL branch line service to the USA, followed by construction no. 445 Brandenburg
- 1905, construction no. 483, cargo ship Franken for the NDL, type ship of the Franken-class for the cargo service to Australia, 1906 followed by the Swabians (construction no. 484), in 1907 the somewhat larger Göttingen and Greifswald (construction no. 503/504)
- 1906, building no. 500, cargo steamer Naimes was the 500th ship of the Bremer Vulkan
- 1909, construction of several fish steamers and a floating dock (construction no. 523) for the Bremen-Vegesack fishing company ; the floating dock was stationed in Vegesack Harbor until the 1970s , and it was jokingly (rightly?) referred to as the "smallest floating dock in the world"
- 1912–1914, building no. 556, 555, 563/564, 569/570, 571/579, eight Rhineland class freighters for the Australia service of the NDL: Rhineland , Alsace , Pomerania , Posen , Mark (II), Palatinate , Anhalt , Waldeck
- 1915, building no. 579, the cargo and passenger ship Zeppelin for North German Lloyd was one of the largest passenger ships of the BV, stranded in 1934 as Dresden on the Norwegian coast and then sank
- 1919, building no. 582-585, completion of four Remscheid-class freighters , originally intended for the NDL's East Asia service, which will be delivered immediately to the Allies
- 1921, building no. 597, freight and passenger steamer Württemberg for the Hamburg-America Line Hamburg, later converted into the whaling mother ship Jan Wellem, broken up in England after the Second World War
- 1925, building no. 614, freighter and passenger steamer Berlin for the North German Lloyd Bremen. The ship was one of the finest of the time; it sank in the Baltic Sea in February 1945 (probably as a result of mines); Lifted by Soviet specialists in 1948/49 and commissioned as Admiral Nakhimov , sunk in 1986 after a collision in the Black Sea, around 400 dead
- 1926, building no. 631, the Ruhr motorized cargo ship for the Hugo Stinnes Lines Hamburg, was the BV's first motor ship
- 1928, building no. 646, motor tanker CO Stillman for the Int. Petroleum Company Ltd. Toronto; was considered the largest tanker in the world at the time, was sunk in World War II
- 1929, construction no. 670, cargo and passenger motor ship St. Louis for the Hamburg-America Line Hamburg was one of the largest cargo and passenger ships built by the Bremen volcano before the Second World War
- 1938, building no. 763, freighter Goldenfels for the DDG Hansa, used in the war as a commercial sturgeon cruiser Atlantis ; in September 1941 by the British HMS Devonshire applied and fired (7 deaths), followed by the crew even submerged . The crew and prisoners of the Atlantis , distributed among six lifeboats, were towed by the German submarine U 126 to the submarine supply ship Python . The Python was sunk shortly afterwards by the British cruiser HMS Dorsetshire . The Atlantis crew returned to Germany in Italian and German submarines in 1942.
- 1950, construction no. 800/801, fishing vessels Freiburg i.Br. and Tübingen for the "North Sea" Deutsche Hochseefischerei AG Bremerhaven, the first fishing vessels with diesel-electric propulsion
- 1952, construction no. 808, motor tanker Dagmar Salen and six other ships of the same class for Rederi AB. Pulp, Sweden
- 1954, construction no. 829, cargo and passenger motor ship Schwabenstein for the Orlanda Reederei GmbH, Bremen, was the BV's first passenger ship after the war; more of these combination ships for various shipping companies followed
- 1959, conversion of the French passenger ship Pasteur to Bremen for Norddeutscher Lloyd ; as Filipinas Saudia I (ex Regina Magna , ex Bremen ) sank in 1978 on the transfer trip to the scrapping yard in Taiwan in the Arabian Sea, probably due to leaky flood valves
- 1968, with the Weser Express and the Mosel Express for the NDL, the first German full container ships are built
- 1977, large tanker Ajdabya is the BV's last super tanker (deadweight 317,000 t)
- 1979, New Zealand Caribbean , new building for the Shipping Corporation of New Zealand Ltd
- 1979-89, three frigates ( Bremen , Lower Saxony and Augsburg ) of class F 122 ( Bremen class ) for the German Navy
- 1982, construction no. 1001, Europe cruise ship for Hapag-Lloyd AG
- 1986–1995, 18 container ships of the type Econprogress BV 1600 and 1800 (+ 12 units from SSW)
- 1989–1992, reefer type Hansa Bremen for the Hamburg shipping company Leonhardt & Blumberg
- 1991, construction no. The 1090, 2700 TEU container ship Vladivostok for the Soviet state shipping company Sowkomflot was the first of a total of 10 ships for the Soviet Union , 5 of which were built by HDW Kiel.
- 1992, construction of the Elbe tender for the German Navy
- 1996, construction of the cruise ship Costa Victoria in cooperation with Lloyd Werft Bremerhaven for the shipping company Costa Crociere, Italy. A slightly larger sister ship (called Costa II within the shipyard or planned name Costa Olympia ) was also completed by the Lloyd shipyard after the volcano bankruptcy and delivered in 1999 as Norwegian Sky to the American shipping company Norwegian Cruise Line. Until then, these two ships were the largest cruise ships built in Germany
- 1997, the container freighters Hansa Century (construction no. 1110) and Hansa Constitution (construction no. 1111) of the type BV 2700 C are the last newbuildings delivered, after which the Vulkan shipyard in Bremen-Vegesack was closed (August 1997) . Four more ships from the successful Vulkan BV 2700 series will then be built in Korea.
See also
literature
- Shipyard history Bremer Vulkan. Ship history for the 150th anniversary of the shipyard, 1955.
- Reinhold Thiel : The history of the Bremer Vulkan 1805-1997. Volume I: 1805-1918. Hauschild, Bremen 2008, ISBN 978-3-89757-380-2 .
- Reinhold Thiel: The history of the Bremer Vulkan 1805-1997. Volume II: 1919-1945. Hauschild, Bremen 2008, ISBN 978-3-89757-408-3 .
- Reinhold Thiel: The history of the Bremer Vulkan 1805-1997. Volume III: 1946-1997. Hauschild, Bremen 2008, ISBN 978-3-89757-440-3 .
- Wolfgang Kiesel: Bremen volcano, rise and fall. KSZB, Bremen 1997, ISBN 3-931148-98-X .
- Helmut Behling, Reinhold Thiel: Bremer Vulkan, end of an era. Hauschild, Bremen 1997, ISBN 3-931785-68-8 .
- Udo Philipp: Between morality and morass: the volcano connection. Ullstein, Berlin 1998, ISBN 3-550-06972-3 .
- Heiner Heseler , Hans Jürgen Kröger (eds.), Imagine that the shipyards belong to us ... VSA, Hamburg 1983, ISBN 3-87975-251-6 .
- Wolfgang Hien / Christina König: "The company went downhill and so did my health". Damage to health of former shipyard workers of the Bremer Vulkan. In: LabourNet Germany. December 19, 2012, accessed on February 19, 2019 (digitized version of express . Journal for socialist company and trade union work, 10/2001 ).
- this. / Dietrich Milles, Bremer Vulkan-Werft: After the closure, many employees are even sicker than before , in: Arbeit & Ökologie-Briefe . Specialized information on work, health and ecology in the company (ISSN 0937-3810; ZDB-ID 1078658-2) Issue 7 from April 11, 2001, 10-12.
- this., Former workers at the Bremer Vulkan shipyard: Isolation makes development difficult , in: ibid. issue 12/13 of July 4, 2001, 16-17.
- this. / Wolfgang Spalek, In the end a new beginning? Work, health and life of the shipyard workers of the Bremer Vulkan, VSA: Hamburg, 2002.
- Wolfgang Hien / Rolf Spalek / Ralph Joussen / Gudrun Funk / Renate von Schilling / Uwe Helmert, it wasn't a new beginning in the end. Ten years of volcano bankruptcy: what happened to the people? A study commissioned by the Work and Future Association in Bremen on the work, life and health of the former Vulkanese, VSA: Hamburg, 2007.
Web links
- Search for literature on the Bremen volcano in the German National Library
- Frank Romeike: Verloschen - The collapse of the Bremer Vulkan shipyard . (PDF)
- During World War II by Bremer Vulkan-built submarines (English)
- Early documents and newspaper articles on the Bremer Vulkan in the press kit of the 20th century of the ZBW - Leibniz Information Center for Economics .
Individual evidence
- ↑ Dorothea Schmidt: The big and the small - industry and craft in Bremen from the middle of the 19th century to the First World War , in contributions to the social history of Bremen, issue 19, 1997, pp. 10–47
- ↑ Vulkan share from 1912. Retrieved August 20, 2019 .
- ↑ Jürgen Schröder: Bremen North: Bremer Vulkan AG - materials for the analysis of opposition. In: mao-projekt.de. Retrieved August 20, 2019 .
- ^ Insolvency of Bremer Bootsbau Vegesack GmbH (BBV). The Senator for Economics, Labor and Ports
- ↑ Varinia Bernau: Evidence lost, honor gained In: Süddeutsche Zeitung , January 29, 2010.
- ↑ a b BGH, judgment of September 17, 2001, "Bremer Vulkan" , BGHZ 149, 10
Coordinates: 53 ° 10 ′ 31 ″ N , 8 ° 35 ′ 54 ″ E