Lübeck mechanical engineering company
The Lübecker Maschinenbau Gesellschaft (LMG) is a German engineering - companies . It specialized in the construction of conveyor technology and was also active in shipbuilding for many years . From 2011, offshore wind turbines and platforms for transformers should be produced.
history
The company was founded in 1846 as a machine factory and iron foundry Kollmann & Schetelig OHG . At the beginning of the second half of the 19th century, Hermann Blohm , who later co-founded the Hamburg shipyard Blohm + Voss , completed his training in this company.
In 1873 this company was taken over under Karl Martin Ludwig Schetelig by the Lübeck mechanical engineering company, which was newly founded in the legal form of a stock corporation . Initially, the newly formed company manufactured numerous special ships, mainly floating dredgers . The first buoyant device was delivered in 1876; The first steam-powered dry excavator followed in 1882. The company was also involved as a supplier in the construction of the Lübeck-Büchener railway . From 1930, large excavators were also manufactured for open-cast lignite mining , including in 1963 the world's largest bucket-wheel excavator for open-cast mining, weighing 8,000 tons . Before 1917, LMG had only produced 43 floating objects, the construction of which was the responsibility of the LMG mechanical engineering office. All objects were numbered from number 100. These 43 objects included 2 tugboats (construction no. 127 and 128), otherwise there were excavators of various types (21 pieces), various flushing and folding barges (8 pieces), 10 ferry premiums, 1 tracking boat ("Ahne") and 1 piece of equipment, including approx. 12 self-propelled objects, but not a single seagoing ship. A shipbuilding office was only established in 1917 when the shipbuilding engineer Karl Zickerow was employed, who worked for the LMG until 1937. The first two seagoing ships were constructed in July 1917, of which the first could not be launched until the spring of 1918 due to difficult material procurement, the construction of the second boat was faster, but it was only delivered after the end of the First World War. At the beginning of 1918 the construction of 2 hulls of torpedo boat destroyers (construction no. 145/146) was commissioned, their drawings and a large part of the already prepared materials were delivered by the Germania shipyard in Kiel. At the end of the war, the construction was stopped immediately, the material ended up in the scrap metal. All of the LMG's shipbuilding contract work in the following years was carried out "on reparations account" for the victorious powers, primarily France.
In the course of the reorganization of the Lübeck shipyards, in addition to Lübeck Flender-Werke AG , LMG also tried to acquire the shipyard from Henry Koch . Merger talks between the shipyard and LMG on the one hand and Flender on the other had already taken place at the end of the 1920s.
On February 7, 1933, the LMG asked the negotiator regarding the reorganization of the Lübeck shipyards to temporarily postpone the negotiations with it. Despite the postponement, LMG was still interested in taking over the shipyard and held appropriate talks with Walter Thilo, the President of the Chamber of Commerce, in order to fix the terms of a takeover. The share capital of the shipyard was to be reduced to a small value and then increased again to RM 600,000. 25% of this should go to the Lübeck state, which in turn should settle it with the Lübeck credit institution. Compared to the less specified blanket offers from Flender, their offer was distinguished by the fact that its primary task was not to remove an internal competitor, and if possible, this aimed at the expense of his major creditor.
In February 1934, however, the LMG canceled the takeover. With sales falling by 75% and previous years with heavy losses, you would need the money to recover. In addition, it would have been concluded internally that the economic operation of two shipyards in Lübeck is hardly possible. On the surface, the reasoning was conclusive. Since the situation has not changed since the takeover bid, it is doubtful. The LMG was only a semi-shipyard, which, only in the event that Flender was not able to fulfill all orders, also functioned as a shipyard.
In 1950 , LMG merged with Orenstein & Koppel , which had held 90 percent of the LMG shares since 1911 as part of an interest group , to form Orenstein-Koppel and Lübecker Maschinenbau AG. In 1955, the shipyard, which at that time had four helges and a floating dock , delivered its 500th new building. In 1959 more than 4200 employees worked in the plant. In the 1960s the company had 3,000 employees. In addition to large excavators, it manufactured on-board cranes and underwater bucket wheels. Although the company also started manufacturing tankers in the 1970s and built chemical tankers , for example, it stopped shipbuilding in 1987. By this time, the shipbuilding company had produced around 770 vehicles. In 1993 the company was taken over by Krupp and the name changed to Krupp Fördertechnik GmbH . The company relied on a collaboration with the Lübeck company DeWind. In 2000, Krupp Fördertechnik GmbH sold the Lübeck company to the Hamburg lawyers of Northern GB for a negative purchase price; it was called again Lübeck mechanical engineering company and still had 520 employees. At the time of the takeover, Krupp granted an interest-free loan of 20 million marks, which was not repaid later, on condition that the jobs would be retained until 2003.
In 2002, the dredging department was taken over by Vosta BV in Amsterdam, which was then renamed Vosta.LMG.
On June 1, 2003, the investment company Nord GB appointed a liquidator to dissolve the company. However , an insolvency administrator from Hamburg appointed by the Lübeck District Court maintained operations; four years later, in April 2007, Jan-Hinrich Gottwald from Bremen took over the company. His goal was to concentrate on the markets of wind power plant construction , steel mill equipment and port logistics systems. The state of Schleswig-Holstein and its funding institutes supported the company with a total of five million euros in the form of guarantees .
In 2007 the company was renamed LMG Anlagenbau GmbH ; at that time 114 people were employed. In April 2010, LMG filed for bankruptcy. The last 130 employees waived vacation pay and accepted wage cuts. On July 28, 2010, it was announced that operations would be closed on July 31, 2010. Lübeck's mayor Bernd Saxe lamented the loss of "one (es) piece (s) of the best industrial culture in Lübeck". The factory site on the Trave with 125,000 square meters of floor space was to be sold with factory halls and administration buildings including inventory in order to satisfy the claims of creditors . The employees were initially put on short-time work after two potential takeover applicants reported at the beginning of August 2010.
Since October 1, 2010, LMG has been part of the Wilms Group of the entrepreneur Johann-Erich Wilms from Menden (Sauerland) . The company has been producing wind turbines since it was taken over by KGW. Due to a lack of orders, the majority of the remaining 30 employees were laid off on June 30, 2019. The company then rented its machines and premises.
Ships and dredgers
Around 800 ships, including around 400 dredgers and 15 floating cranes, had been delivered by the mid-1990s. The first two seagoing ships were constructed from July 1917 with the construction numbers 143 and 144, namely two shallow minesweepers (FM boats), which were not delivered until 1918. This was followed by two special ferries, which were designed for use on the Kiel Fjord to transport loaded rail freight wagons from shipyard to shipyard and shaped the picture on the fjord for many years. They grabbed two unloaded or one loaded wagons by laying rails on the ferries that ran under the very high driver's cab and could be accessed from both ends of the ferries. In 1921 and 1922 four freight steamers, a lighter, a tug and an oil tanker were delivered. During the period of inflation in 1923, the number of orders fell sharply. During this time only two small sea tugs and a floating crane with a lifting capacity of 100 tons were built for the French government for the port of Rabat in Morocco. Smaller orders for Argentine, Italian and Portuguese invoices were carried out: 4 bucket excavators, 3 suction dredgers, 4 tug steamers of 350 PSi each, 7 collapsible barges and some smaller devices, until 1924 finally another order was placed by a Danish shipping company for a larger cargo steamer of 3200 tdw has been. The construction of two sister ships "Cyril" and "Dan", which were also commissioned by the Dania shipping company, deserves a special mention. There were two cargo steamers of 3500 tdw each, and for the first time in world shipbuilding the ship "Dan" installed a streamlined rudder designed by Max Oertz , a well-known yacht designer and tested in the Hamburg towing and research institute, instead of the usual single-plate rudder Water vortices, which the running ship's propeller creates behind the moving ship, meant a more favorable propeller performance, a higher ship speed and, above all, a significantly reduced turning circle of the ship, which could be proven in numerous driving tests. Instead of the usual 42-45 degrees, the rudder only had to be turned 32 degrees in order to enable the ship's much smaller turning circle. It was sponsored by the LMG and Dr. Oertz, however, failed to have this rudder system patented, which other shipyards soon claimed for themselves with minor changes (Seebeck-Werft Bremerhaven). Today no ship sails on the world's oceans without a streamlined rudder! In addition, in 1925, smaller freight steamers and several bucket excavators, a series of 6 folding barges and 2 small tugboats, each with 350 PSi, were built on the smaller Helgen for foreign accounts. A special feature was the construction of a Serbian-built passenger steamer "Prestolonadlednik Petar = Crown Prince Peter", which was luxuriously equipped, 24 passengers I class, 60 passengers II / III class and about 100 day passengers could take and after delivery on March 27, 1926 was brought to his home port of Catarro (Kotor). The largest ship built by the LMG up to the 2nd World War was the cargo steamer "Lica Maersk", a protective decker that could load 4350 tons, with which the shipyard reached its limits with its facilities. With the start of the global economic crisis, which was already felt in 1928, there were hardly any orders for new ships to be received, so that LMG kept afloat with numerous constructions of dredging barges of various types and sizes. Worth mentioning here is a self-propelled hopper vacuum cleaner with loading space and bottom flaps ("Robert Dubreuil"), which was delivered for the port administration of the Moroccan ports, as well as a difficult-to-construct bucket excavator for the Portuguese colony of Macao, which was mainly due to the slot for the bucket ladder and the calculation of the engine power of the two engines with regard to a safe passage to Macao (required speed 10 knots) made high demands. In the course of the global economic crisis, all employees of the shipbuilding office except for chief engineer Karl Zickerow were dismissed, but on his intervention the dismissal of the top staff could be postponed from month to month and finally their dismissal prevented. Karl Zickerow was sent on a trip due to the difficult order situation, during which he visited all the waterworks offices located on the coast from Borkum to Stolpmünde to check whether orders could be expected - without success.
| Construction no. | Ship name | Ship type | Client | delivery
1917-1937 |
|---|---|---|---|---|
| 143/144 | FM 30, FM 31 | Flat minesweeper | marine | 1918 |
| 145/146 | G 148, G 149 | Big torpedo boat | Marine (subcontract from Germania shipyard ) | Scrapped in 1918 |
| 147/148 | Ferries I / II | Ferries | Reichswerft Kiel | 1919 and 1920 |
| 153 | Ina-Lotte Blumenthal | Cargo steamer | Shipping company Joh.MKBlumenthal, Hamburg | June 14, 1921 |
| 154 | Ida Blumenthal | Cargo steamer | Shipping company Joh.MKBlumenthal, Hamburg | August 31, 1921 |
| 155 | Ingrid Horn | Cargo steamer | Shipping company HCHorn, Flensburg | 7.2.1922 |
| 156 | Waldtraut Horn | Cargo steamer | Shipping company HCHorn, Flensburg | April 22, 1922 |
| 158 | Frieda Peters / "LMG" according to the ship register | Lighter | Spedition Peters, Hamburg | 8/30/1921 |
| 163 | Joh.Reinecke X | Tugboat | Reinecke shipping company, Hamburg | 10/27/1922 |
| 168 | Sarre | Oil tank cream | France / on reparations account | 10/17/1922 |
| 178 | Inhaca | Steam hoppers | ? | September 20, 1923 |
| 183 | - | Floating crane lifting capacity 100 to | France (for Rabat / Morocco) | 9/24/1924 |
| 184 | Diana | Sea tug | Bugsier-u.Bergungs-Reederei, Hamburg | March 1923 |
| 185 | Barges | Sea tug | Bugsier-u.Bergungs-Reederei, Hamburg | April 1923 |
| 198 | Birgit | Cargo steamer | Dania shipping company, Copenhagen | May 16, 1924 |
| 209 | Quanza | Tugboat | on foreign account | 1925 |
| ? | Simone | Tugboat | on foreign account | 1925 |
| ? | Helga Böge | Cargo steamer | Shipping company Joh.MKBlumenthal, Hamburg | 1925 |
| 212 | Cyril | Cargo steamer | Dania shipping company, Copenhagen | January 22, 1925 |
| 213 | Dan (world's first ship with
Streamlined rudder) ´ |
Cargo steamer | Shipping company Dania Copenhagen | March 26, 1925 |
| 226 | Prestolonadlednik Petar (Crown Prince Peter) | Passenger steamer | Serbia-Montenegro, homeport Kotor | March 27, 1926 |
| 231 | Johann Blumenthal | Cargo steamer | Shipping company Joh.MKBlumenthal, Hamburg | 7.5.1927 |
| 239 | Lica Maersk | Cargo steamer | Shipping company APMoeller, Copenhagen | 23.10.1927 |
| 242 | CG | Buoy laying machine | Uruguay / Montevideo | 1927 |
| 253 | Adolf Kirsten | Cargo steamer | Kirsten shipping company, Hamburg | 1927 |
| 269 | Robert Dubreuil | Hopper suction dredger | France (for Morocco) | 1928 |
| 273 | Macau | self-propelled bucket excavator | Portugal (for Macau) | 1928 |
| 274/275 | - | two-aisled floating elevator | France (for work on the Seine) | July 17, 1930 |
| 276 | Senegal | Bucket excavator | France (for Dakar / Senegal) | 1930 |
| ? | - | Floating crane lifting load 50 to | France (for Rabat / Morocco) | August 1930 |
| 302/303 | Lasbek and Schiffbek | Cargo steamer | Shipping company Knöhr & Burchhard, Hamburg | 1932 (?) |
| 312 | Governor Feillet | Tugboat | France (for Noumea) | 1932 |
| 314 | Quelimane | self-propelled suction excavator | Portugal (for Mozambique) | 1932 |
| 325 | GG1 | Schuten-Grund suction dredger | Goedhardt excavator company, Düsseldorf | August 23, 1932 |
| 344 | Viking | Cargo steamer | Lübeck Line | 1934 |
| 345 | Ophelia | Cargo steamer | Kirsten shipping company, Hamburg | 1935 |
| 346 | Steinbek | Cargo steamer | Shipping company Knöhr & Burchhard, Hamburg | December 21, 1935 |
| 347 | Eilbek | Cargo steamer | Shipping company Knöhr & Burchhard, Hamburg | February 22, 1936 |
| 356 | Nordcoke , with a patented loading hatch | Cargo steamer | North German Coal and Coke Works, Hamburg | Summer 1936 |
As Krupp Fördertechnik GmbH , dredging equipment for the construction of floating dredgers was also supplied to other shipyards, e.g. B. for the Vasco da Gama , one of the largest hopper excavators in the world. It was built by Nordseewerke in Emden for the Belgian Jan de Nul group.
Museum ships
- May 1st , ex Swinoujscie (built in 1895), lifting ship, originally floating dredger, in the Rostock Shipbuilding Museum
- Sauger IV (built in 1908), Schutensauger, in the Museum of Labor in Hamburg
- Wels (year of construction 1936), bucket ladder excavator, in the Lübeck Museum Harbor
Received excavators
Development of the factory premises on the Trave
The older southern part of the factory premises on the Trave, some of which was built in 1870, originally consisted of two parts separated by railroad tracks. The directorate was located in one part, and its offices were located in a part of the foundry at the time, which could only be reached past large piles of coal. The commercial offices and the office for the construction of the dry excavator were also located there, while the engineering office was on a false floor above the boilers of the power station. The shipbuilding office was located on the second part of the factory premises, namely the actual shipyard area, in a building which also housed smaller workshops and the shipbuilding warehouse. The aforementioned railroad tracks on the factory premises were used to access large timber stores from other companies and their position often blocked traffic between the shipyard and other companies. In addition, there were only sanitary facilities in the foundry near the dry excavator construction offices, which may illustrate the hygienic conditions on the factory premises. After the First World War, the power center was relocated and enlarged and a larger administration building was built in its place, in which all the commercial and design offices were housed, but not the shipbuilding office, which remained on the shipyard premises from 1917 until at least the Second World War. The shipyard was relatively primitive in 1917 and the way it worked was accordingly. There were two helges of approx. 70 m in length, which had not, as usual, 2 but 3 drainage lanes, which was desirable for the construction of excavators or dredger barges with bottom flaps, while the two outer lanes were so far apart that they were not to be used when ships whose breadth did not correspond to the distance between the helges. The Helgen were served by cable cars, which were suspended from strong wooden scaffolding at the upper and lower end of the Helgen and operated by electrically operated cable winches. After a few years, these cables were abolished and replaced by steam overhead cranes that ran on rails next to the Helgen.
The shipyard's mechanical equipment was also poor in 1917 and it was evident that only small and simple floating bodies were being processed. The arrangement of punches and shears was such that sheets of more than 6 m in length could not be processed, and the winches required for this had to be operated by hand. The frame annealing furnace was only short, the frame bending plan too small for medium-sized ships. There was no jogging machine for the longitudinal edges of the outer hood panels of ships. The shipbuilding management introduced successive changes and improvements.
In 2014 the factory premises were converted into the Kulturwerft Gollan event center. The halls acquired by the entrepreneur Thilo Gollan stood empty for 20 years. The Kulturwerft was opened in September 2015.
literature
- Gerhard Krüger: The sad end of a Lübeck industrial era. In: Lübecker Nachrichten of July 29, 2010, p. 9.
- Heinz Haaker: The "Ship Value of Henry Koch AG" - A Chapter of Lübeck Shipbuilding and Industrial History , German Shipping Museum, Bremerhaven 1994, Ernst-Kabel-Verlag, ISBN 3-8225-0299-5 .
- Peters, Dirk J .: German shipyards in the interwar period (1918-1939), Part 1: From armament to peace economy . Deutsches Schiffahrtsarchiv 28, 95134
- Zickerow, Karl: 50 years of Oertz-Ruder: History of the origin of the first ship's rudder with a streamlined cross-section . German Shipping Archives 2, 149–152. Mannheim Publishing House, 1978
- Zickerow, Karl: Documentation of my work as chief engineer shipbuilding at LMG Lübeck 1917-1937 (with original photos of the ships manufactured at LMG)
- Zickerow, Karl: "Freight steamer Nordcoke, built for the North German coal and coke works AG, Hamburg, by the Lübecker Maschinenbau-Gesellschaft" in Werft-Reederei-Hafen, Vol. 18, No. 5, March 1937, pp. 61-63
Web links
- Company history on the LMG website
- Lifting ship "1. May"
- Early documents and newspaper articles on the Lübeck mechanical engineering company in the 20th century press kit of the ZBW - Leibniz Information Center for Economics .
Individual evidence
- ^ Lübeck forbade Hermann Blohm to found a new shipyard in the Hanseatic city.
- ↑ Senior shipbuilding engineer Karl Zickerow (* 1883 + 1977): Diary with images, worked at LMG 1917-1937 as chief engineer of the shipbuilding office . Ed .: Karl Zickerow.
- ↑ Federal Minister of Transport (ed.): Handbuch der Deutschen Handelsschiffahrt 1960. P. 534.
- ↑ 43 jobs secured . Lübeck news. April 16, 2013. Retrieved June 9, 2014.
- ↑ Gerhard Krüger: traditional company LMG. After 164 years! In: Lübecker Nachrichten of July 29, 2010, p. 1.
- ↑ Kai Dordowsky: A Schwerin company shows interest in a takeover of the LMG Anlagenbau GmbH. In: Lübecker Nachrichten of August 13, 2010, p. 11.
- ↑ Torsten Teichmann: Traditional company saved from bankruptcy at the last minute . In: Lübecker Nachrichten of October 1, 2010, p. 1.
- ^ Lübeck culture shipyard before the start. In: Die Welt from February 6, 2016 (July 8, 2016)
- ↑ Lübeck's Kulturwerft should continue to grow. On hl-live from July 4, 2016 (July 8, 2016)
Coordinates: 53 ° 52 ′ 44 ″ N , 10 ° 41 ′ 10 ″ E