Lloyd Werft Bremerhaven
| Lloyd Werft Bremerhaven GmbH | |
|---|---|
| legal form | Company with limited liability |
| founding | 1857 (as the workshop of the North German Lloyd ) |
| Seat |
Bremerhaven , Germany
|
| management |
|
| Number of employees | 286 |
| sales | 224.7 million euros |
| Branch | shipbuilding |
| Website | www.lloydwerft.com |
| As of December 31, 2019 | |
The Lloyd Werft Bremerhaven GmbH is a shipyard in Bremerhaven . It was founded in 1857 as the workshop of the shipping company Norddeutscher Lloyd (NDL), can look back on an eventful history and in recent years has mainly carried out repairs, conversions and extensions of large ships . After a change in strategy in 2017, Lloyd Werft is now focusing on the construction of mega yachts and prototypes.
The company currently employs around 340 people (its own employees) on an area of 260,000 m² between the connecting port and Kaiserhafen III. Ships with a maximum draft of 11.5 m can be docked .
In 2015, Lloyd Werft Bremerhaven GmbH was taken over by Genting Hong Kong , which also bought the Nordic-Yards and the associated shipyards (now MV Werften) in 2016.
history
founding
In the year the shipping company "Norddeutscher Lloyd" was founded, a repair workshop was opened in Bremen and shortly afterwards in Bremerhaven. In the beginning, the Bremen company mainly took care of the loyal inland barges used by the tugboat. From this operation and the old shipyard of AG Weser , the North German machine and armatures factory emerged on the initiative of North German Lloyd in January 1902 , from which Atlaswerke AG emerged in 1911 .
The Bremerhaven company was responsible for repairing and equipping the seagoing vessels , and with the rapidly growing fleet, another, larger workshop was opened in 1862. These workshops, long referred to as "workshop sheds", were located on the western side of the Old Port and at the southern end of the " New Port " and were the actual origin of the "Technical Operations". Major repairs and work on the underwater hull were carried out in the dry docks of Lange , Ulrichs , Wencke and Tecklenborg at the mouth of the Geeste . Since moving from the berth in the New Harbor, which was then also the first Lloyd hall for passenger handling, to the Geeste estuary was only possible during floods and with complex maneuvers and tug assistance , a separate dry dock was planned in the New Harbor in 1869.
1871 Construction of the first dry dock
In December 1871 the first dock , a double dock according to plans by the head of the port construction department, Carl Friedrich Hanckes , was completed on the west side of the New Port. The opening takes place in January 1872 with the docking of the steam glider Deutschland . So that the twelve express steamers of the river class could be docked, the eastern half was extended by 19 to 139 meters in 1891. The western half remained unchanged at 120 meters in length. At that time around 1000 people were employed in the "technical operation". Up until now, every workshop had its own boiler system with a steam engine to drive the machines. From 1903 a large power and light center was built and the electrical supply for power and light consumers was introduced.
After the shipbuilding engineer Johann Schütte had proven in 1899 why the express steamer Kaiser Friedrich had just been delivered could not reach the agreed speed, the Lloyd commissioned him to set up a shipbuilding test institute . It was built on the west side of the New Harbor. Due to the experiments carried out here and the results obtained on questions of resistance and speed in ships with multi-screw propulsion, Schütte quickly became an internationally recognized scientific authority.
With operations in Bremerhaven and the double dock, the Lloyd fleet of around 95 ocean-going vessels and more than 50 coastal steamers, which mainly operated overseas, was kept in operation. The Bremen operations were mainly responsible for around 180 tugs and barges for the inland waterway fleet. Since the dry dock was not always sufficient, a floating dock was built in Bremerhaven in 1895.
Imperial Dock I
In 1892 the expansion of the Kaiserhafen and the construction of the Kaiserschleuse , which was considered the largest in the world at the time, began. As part of this work, the first Kaiserdock with a length of 222 m, a width of 26 m and a depth of 10.5 m was built and leased to Lloyd. The dock was constructed so that the length for smaller ships could be reduced to 166 m by inserting the dock ship. Two fixed 50 t cranes were installed in the area of the dock entrance, which were used for work on the propeller and rudder. The dimensions of the Kaiserdock were tailored to the new express steamers of the Kaiser class and was completed in 1897. However, it could only be used from 1899 when the large Kaiserschleuse was completed. The Reichspostdampfer Prinzregent Luitpold was the first ship to be docked.
In 1911/12, the company consisted of offices, magazines, the power and lighting center, the machine factory with model carpentry and metal foundry, the mechanical workshop, the boiler and coppersmith, plumbing and electroplating workshop, in which the cutlery and crockery for the Lloyd Ships was silver-plated. In addition, a carpentry, joinery, saddlery, sailmaker and a painting workshop with ten paint mills for the production of paint, the fire extinguishing department and the research institute belonged to the shipyard. In 1911 107 ships with around 950,000 GRT were docked in the Kaiserdock and 57 ships with around 80,000 GRT in the old double dock. The company now has a workforce of almost 3,000.
1908 Construction of the Kaiserdock II
In 1905 the construction of Imperial Ports II and III began. As part of this work and due to the ever-growing passenger steamers, the construction of the Kaiserdock II took place from 1907 to 1912. It was 263 m long, 11.5 m deep and 40 m wide and was sufficient for the currently largest ships. The concrete dock floor was 7.5–8.5 m, the side walls were 6 m thick. The control center located next to it contained the boilers, generators and pumps, as well as the necessary equipment to supply the tools and ships with sea and fresh water, steam, compressed air and electricity. The approximately 130,000 m³ of water in the dock could be emptied in about 2½ hours with the centrifugal pumps. On May 31, 1908, the Neckar was the first ship to dock here. In 1931 the dock was extended to 335 m so that the new buildings in Bremen and Europe could be docked. In 1913, the technical operations (TB) began to move gradually from the original premises at the 1st dry dock, which was still well utilized, to the Kaiserhafen on the Kaiserdocks site.
1914–1918 First World War
With the beginning of the First World War , the shipyard operations changed completely and in the following years was no longer busy with the overhaul and maintenance of the NDL fleet. This was either confiscated by the enemy, lay in neutral foreign ports or lay without employment in Weser ports. 600 employees were called up for military service. Soon after, women were hired to turn grenades. Some of the soul lights were provided with drives so that they could be used to operate mine and torpedo net barriers in the Jade and Weser estuaries. The steel nets required for this were also manufactured in the shipyard. The passenger ships Kaiser Wilhelm der Große and the Berlin were converted into auxiliary cruisers and equipped with guns. Outpost boats were made from fish steamer at the technical operation . Five passenger trains were converted into hospital trains on behalf of the Reichsbahn . The steamers Cassel , Chemnitz , Frankfurt , Hanover , Schleswig and Sierra Ventana were converted into hospital ships. As repairs on warships increased steadily during the war years, former shipyard workers were brought back from the field in order to meet the requirements of the navy. The Kaiserdock was expanded into a submarine base and the merchant submarine Deutschland was docked and overtaken at the NDL's TB upon its return in August 1916.
Post-war period until 1933
The soldiers were hired again because the dismantling law stipulated that all affected employees had to continue to be employed. Due to the severe wage cut during the war, the union pushed through a wage increase from 0.80 to 2.50 RM. In addition to various tugs and barges, work was carried out on a tender of around 800 GRT , which was converted into the seaside resort ship Grüßgott and thus the largest ship from the NDL. The order came from the Reichsbahn to convert the hospital trains back into passenger trains. In 1920 the TB was transformed into an independent GmbH.
In 1921, the company took part in a scrapping community, which included the steelworks Krupp , Hoesch , Stumm , Mannesmann and the scrap trading company Max Stern from Gelsenkirchen . From 1922 the scrapping work was carried out next to and in Kaiserdock I. France and Russia delivered disused warships. The French armored cruiser La Justice was the first to be dismantled and recycled. The scrapping community was one of the largest in the country and had scrapped 15 ships in the years to come, before the shipyard got out again. The community then moved to the other side of the dock.
Ships seized by the victorious powers such as the Seydlitz , Yorck and Hannover were returned and thoroughly overhauled by the shipyard. Foreign ships from the USA, Norway and England also docked there, usually paying in valuable foreign currency. The workers received largely worthless paper money due to the increasing inflation since 1921/22. Around 2400 employees worked at the shipyard. From 1922/23 the NDL was allowed to build larger ships. The shipyard produced many auxiliary machines for 14 ships. One of the two express steamers under construction near Schichau at the Danzig shipyard ( Schichau-Werke ) since 1913 , the Hindenburg , was towed to the TB as Columbus in 1923 and completed here. The steamers Derfflinger , Hannover and Princess Matoika ex Prinzess Irene were also repaired for the NDL. The inflation accelerated and the printing presses could not easily print the money as it was necessary. Therefore, the companies, including the TB, were given permission to issue emergency money in the form of printed checks. With the end of inflation, work decreased and layoffs followed. The number of employees fell to around 500.
The Columbus received the Indienststellungen of Bremen (1929) and Europe (1930) Strengthening the North Atlantic service. So the work at the shipyard increased again. In 1929/30 the overhaul of the shipping company's own ships was increasingly outsourced to other German shipyards in Hamburg and Bremen, which worked more cheaply. As a result, the docks were often not used at this time, the annual lease of z. B. 152,000 RM in 1931 still had to be paid. The steamer Columbus suffered a broken shaft on the starboard side in 1930 and the propeller was lost. As a result, there was a total loss of the starboard engine. The shipping company inquiry to repair the damage resulted in a repair time of around six months at AG Weser . The TB dared to do the work in 8 weeks, which was then also kept through a three-shift operation.
The Kaiserdock II (KD II) was extended by 85 meters, making it the largest dry dock on the continent. It was therefore canceled for almost a year and was put back into service with the steamer Columbus . During this time the “Bremen” and the Europa docked at Blohm & Voss and in Southampton. In 1931 the Nordschleuse was completed with a length of 375 meters, a passage width of 45 meters (chamber width 60 meters), a chamber floor depth of 11 meters and a channel depth of 14.5 meters for the largest ships, which also brought more work for the TB. When it opened, the Bremen was the first ship to pass through this large lock and then to dock in KD II.
In 1932, too, seldom more than 500 people were employed; Bremen and Europe each received a gasoline tank system on the aircraft deck for the seaplane to carry mail. A lot of pipe work was done on the boiler systems of these passenger ships. The tank cleaning work previously carried out by external companies was now carried out with our own staff. The Seydlitz and Derfflinger were handed over to the scrapping company for demolition.
In the Third Reich
The change in policy led to the seizure of power and the Third Reich . The Navy requested the area around the old Lloyd dock operations for their purposes. The shipyard was therefore relocated to the Kaiserhafen area. Part of the business with the administration moved into the FG sheds leased and converted by the Bremen Senate opposite the Kaiserdocks. The machine shop, boiler shop, shipbuilding shop, blacksmith shop, foundry, model carpentry shop, coppersmith shop, pipe fitter shop, carpentry shop, board assembly and transport department as well as dock workers department received new buildings in addition to the docks. The yard received a good road network and around 3 km of railroad tracks. Employment improved somewhat, in addition to the usual dock work, there was an increasing number of subcontracts from AG Weser for the construction of the new destroyer , and around 520 people were employed in addition to 53 apprentices . In the following years, the work increased, but hardly any skilled workers could be hired, as overall almost full employment prevailed.
The scrapping company was busy. Since raw materials were to be saved, however, scrap could no longer be sold abroad. In 1935, the NDL sold the six steamers Cap Polonio , Justin , Witram , Witell , Schlesien , Dessau and Heimom to the scrapping company. A torpedo boat and the ship of the line Alsace came from the Navy to be scrapped. In addition to the Bremen , Europa and Columbus , the new East Asian steamers Scharnhorst , Gneisenau and Potsdam also came to the shipyard regularly, as their high-pressure steam systems were very prone to failure. The Union-Reederei's banana steamers were also regulars at the shipyard.
The Lloyd double dock in the old port had to be shut down by order of the authorities and was filled in. The joint contract with the scrapping company was terminated because the large hammer crane was needed by the shipyard in the future. As of June 1, 1937, the GmbH was dissolved and the shipyard was re-affiliated to the shipping company and was again called "Technical Operations of North German Lloyd". One month later, all of the NDL operations in Bremerhaven were grouped under the name "Norddeutscher Lloyd, Bremerhaven Branch".
In 1937 46 ships were docked in KD I and 38 ships in KD II, too few and therefore the docks caused a loss of RM 145,000. In 1937 the workforce was reached again at 1000 employees. 14 men were paid leave to participate in the Nazi party rally in Nuremberg. In 1938 the shipyard had a lot of work and therefore more and more external companies were used, the turnover was 7.8 million RM. New shipyards requested skilled workers from TB so that they could deliver their orders on time. The order from the Nazi society Kraft durch Freude to convert and modernize the ships Der Deutsche , Sierra Cordoba and Stuttgart in KDF ships brought a lot of work. Until the start of the war, the shipyard was fully occupied with the maintenance of the NDL fleet.
1939–1945 World War II
After the outbreak of war , some of the workers were called up and the proportion of merchant ships to be docked and repaired decreased. The majority of the ships that were docked in the coming years belonged to the Kriegsmarine or, like many fish steamers, were converted for use in the Kriegsmarine . As the largest warship, the battleship Gneisenau was in the shipyard for a few days. In 1940 and 1941, the dry docks were mainly used by naval ships. Due to arson, a fire broke out on the Bremen and a total write-off resulted. It was in KD II for a few days and was broken up after some parts had been dismantled. In 1941, the relocation of operations from the old port was completed with the construction of the machine workshop in the Kaiserhafen and the shipyard had around 1,320 employees. Around 350 workers, mostly former seamen, had to be handed over to the Hamburg Navy in accordance with the Führer Decree . KD I was very well utilized with 346 docking days, while KD II had 285 docking days. Docking and undocking cost the Navy 1,500 RM each and each docking day was charged at 500 RM. Civil ships paid a little less.
In 1942 employment increased and as shipyard workers were increasingly being requested to work in foreign naval bases, the number of employees in Bremerhaven decreased. The work could only be done by working overtime. The naval high command was very satisfied with the basic repairs carried out by the shipyard on the new destroyers with the complicated high-pressure steam systems. Berlin , handed over to the Navy by the NDL, docked once a year (most recently in 1944), and since 1941 it has been operating as a hospital ship . In 1942 there were many destroyers, barrier breakers and marine tankers in the shipyard, at the end of 1942 the Bremen lay for 14 days to be scrapped in KD II. In 1942 and 1943 the capacity utilization of the docks increased further, more and more naval ships came to the shipyard for repairs. At the end of 1943, AG Weser's floating dock IV was docked for around a month near the ice . Mainly supply ships were overhauled for the navy, as the cranes necessary for the large warships were missing in KD II.
French prisoners of war, French civilians and Flemings were also allowed to work as foreign workers and workers from the East - subject to conditions, since the police chief had previously feared sabotage . There were 250-300 men, except for the Eastern workers, they slept in the old Lloyd canteen and were supervised by a former Lloyd steward. They had to be accompanied by a confidant when walking into the city through the port for visits to the authorities and doctors. The Eastern workers had their night quarters in the fishing port and were transported daily by truck . Later a prison camp for 120 German prisoners was set up in front of the shipyard.
Due to the increasing air raids, an air raid shelter for 500 people with all the required facilities was built on the shipyard site, and another air raid shelter was located in the basement of the Frigus cold store. The major air raid on September 18 did little damage to the Kaiserdock area. Since there were no further major air raids on the shipyard, the operation was largely unscathed at the end of the war.
post war period
Since the NDL no longer owned any ships and the British had occupied Bremerhaven, the prospects for the shipyard after the war were bad. After several weeks, the Americans replaced the British as the occupying power , first taking over the port and then the entire city. The US Navy had planned Bremerhaven as a supply port, as the port had remained largely unscathed and could be used immediately. The incoming and outgoing naval and transport ships required travel repairs, docking times and replacement of wear parts and the shipyard with around 1200 employees quickly got back to work. On the Occidental Victory , approx. 85 floor slabs and corresponding floor walls were replaced as part of a first major contract due to violent ground contact. The viscous heavy fuel oil in the double bottom tanks delayed the work considerably. The severe bow damage caused by a collision of the Blue Island Victory with the lighthouse in Copenhagen was provisionally repaired at the TB. The Europa placed at the A shed was reactivated and converted into a troop transport for the Americans. Since the large Blohm & Voss floating dock had sunk, the ship could only dock in KD II due to its size and the TB received the huge order. Only with the support of Bremen and Hamburg shipyard workers could this order be completed on schedule and at that time a total of up to 5,000 men were employed at the shipyard.
1950–1970 more and more tankers
At the beginning of 1948, the M-boat M 611, which had been converted into the seaside resort ship Wangerooge , was one of the first ships to be delivered to the NDL. In June 1948 the currency reform was carried out, with the new money also the order processing changed. From then on, repair orders were only issued after a precise calculation and fixed prices. The restoration of the salvage tug Seefalke from Schuchmann turned out to be z. B. as significantly more expensive than calculated and resulted in considerable losses. In 1949, for the 50th anniversary, KD I had around 2,870 dockings, and KD II, which was 14 years younger, had around 760 dockings. The docks were busy around 1950, especially with passenger ships such as the Fairsea , Anna Salen , Skaugum , Skaubry , Homeland and Homeric , which brought emigrants to America. Some of these ships had their winter quarters in Bremerhaven on the extended banana quay right next to the TB and were also prepared for the coming season with the help of the shipyard workers.
From 1950 and 1951, the most difficult post-war years were over, as several extremely successful repairs were carried out on tankers at reasonable prices, and more were in prospect due to the adherence to deadlines. In 1950 alone there were 14 tankers in the shipyard and from 1950 to 1969 more than 400 tankers were repaired or completely overhauled at the TB. The newbuildings were also very busy during this period, because from 1951 the Allied Control Council's restrictions on newbuilding fell and so there was little competition for the special tanker orders. These had some peculiarities such as “remaining empty”, “washing the tank” and “gas-freeing” and the TB was prepared for all these specialties. With the “Rose Mary” there was a separate tank cleaning ship with a drive, which began cleaning the tank in the Jade Bay or the Outer Weser and which could also collect the residual oil and the dirty tank washing water. In 1951 the dock income amounted to around 440,000 DM for 665,000 GRT and tankers made up the main group of repair ships. Older freighters, whose boilers were converted from coal to oil firing, were important for the mechanical engineers.
The Rheinstein was the first Lloyd new building to dock at the TB. In 1952 the Stahleck was also delivered to the Hansa , which was started in Holland as the Hansa-A-ship , towed half-finished to Hamburg and was sunk here by bomb hits. It was lifted and in around seven months a new ship was built at TB. In 1952 the pure dock income amounted to around 762,000 DM for 955,000 GRT and showed the good utilization of the TB, whose around 2000 employees could only do their work with overtime. In 1953, Tina Onassis, the largest tanker in the world at the time , docked with almost 50,000 tdw in KD II and attracted hordes of “slaves” to the shipyard. In 1954, the future Berlin docked with the "Gripsholm" and was a regular guest in the years to come, as was Bremen , who came from 1957.
The 250 t floating crane with its own drive, known as "Langer Heinrich" , built in 1914 for the Navy in Wilhelmshaven, was awarded to the Americans after the Second World War, who had it converted to diesel-electric drive for the TB in 1955. This year the three-screw freighters Ravenstein , Rothenstein and Reifenstein were overhauled and rebuilt at the TB. They were built in the course of the Second World War according to German plans and largely German material on the “Chantier Naval Jobo Cockerill”, Hoboken, and after the war they were managed by the Compagnie Maritime Belge (CMB), Antwerp. The NDL bought them back from the CMB in 1955 and used them in the Australian service.
From the end of the 1950s, the new building boom subsided and the smaller European shipyards in particular became competition for repairs. In addition to the tankers, mainly the freighters from the NDL came regularly and increasingly from naval ships. Especially the destroyers of the Fletcher class Z1, Z2, Z4, Z5, and Z6 came regularly to the TB from 1959. These destroyers with two steam turbines and a total of 60,000 hp rated power, borrowed from the FRG in the USA, came up to 1968 and were replaced by the frigates of the Cologne class from 1964 and destroyers of the Hamburg class from 1968. In addition to regular maintenance work, the TB also carried out various renovation work on the 15,000-tonne Frankenland marine tanker , also for the Eifel utility .
In 1957, the TB achieved one of the highest post-war employee numbers with around 2,150 people. 139 ships with a total of 1,650,000 GRT were docked with a turnover of around DM 1 million. From 1959 the repair business became a little more difficult and the number of employees decreased to around 1,880. The Shell tanker Solen with 71,250 tdw, docked in 1961, almost completely filled the width of Kaiserdock II, and this year the TB completed the first new building in a long time for the NDL with the tug “Jupiter”. The replica ram followed in 1962 . There was still a lot of work to be done in the tanker business and there were 15 to 25 tankers in the shipyard during the years, many like the Shell C-class tankers came regularly to have the class work and acceptance carried out here. Across from Nordenham , the shipyard had leased a permanent berth for tank cleaning, which resulted in considerable time savings in tanker repairs. In 1964 the suction dredger "Johannes Gährs" was in the shipyard and the bulk carrier Tilo von Wilmoswsky was increased by an additional deck in cooperation with the Seebeck shipyard. In 1967 the suction excavators Ludwig Franzius and Rudolf Schmidt also came to the shipyard with the Johannes Gährs . In 1968 the Weser Express was the first full container ship of the NDL shipping company and the Paul Endorcett was the first gas tanker in the shipyard. In 1969 the German nuclear freighter Otto Hahn came to the KD II of the technical operations of the North German Lloyd for the first time .
1970 Renaming to "Werftbetrieb der Hapag-Lloyd AG, Bremerhaven"
North German Lloyd merged with HAPAG to form Hapag-Lloyd AG in 1970 and the "Technische Betrieb des NDL, Bremerhaven" (TB) called itself from 1970 "Werftbetrieb der Hapag-Lloyd AG, Bremerhaven". In 1971 docking and undocking cost 0.20 DM / m³ of ship space and 0.045 DM demurrage per day for ships of 10,000 m³ or more.
1973 Renaming to "Hapag-Lloyd-Werft, Bremerhaven"
The closure of the shipyard was discussed several times in the following period. It was converted into a legally independent GmbH in 1973 and was called "Hapag-Lloyd-Werft, Bremerhaven" with Mr. J. Andresen and F. Norden as managing directors. In 1972 the Hapag-Lloyd AG shipping company began converting to container ships , which also had an impact on the Hapag-Lloyd shipyard, as a hall was set up for container repairs. In 1974 the LASH freighter Munich, built in 1972, was in the shipyard. It was used by Hapag-Lloyd together with Holland-America Line on the Combi-Line between Bremerhaven and the US Gulf. In 1974 K. Ahlers became managing director and was replaced in 1980 by E. Knoth, who in 1987 led the extensive ship conversion of the QE II. From the 1970s, the tanker orders decreased and in 1975 there were only four tankers, in addition to the Tarpan River and Lady Clio only the two tankers of the shipping company Hamburg Süd St. Jacobi and St. Clemens , those from Hapag-Lloyd Shipyard have been overhauled. In the meantime, the first oil price shock had hit the global economy and the dramatic rise in oil prices justified extensive offshore explorations. Although the UK and Norway mainly benefited from orders from the shipyards and oil production in the North Sea, the boom also resulted in orders from Lloyd Werft. The drilling ship Danwood Ice was created here as a conversion from a bulk carrier delivered in 1959 for the Danish company Lauritzen Offshore Drilling . For this purpose, the derrick with facilities for 6,000 meter deep boreholes, additional generator sets, residential facilities and systems for fresh water generation were constructed and installed. After the delivery in 1974, the "Danwood Ice" was one of the world's largest drilling ships and was chartered by the US company Phillips Petroleum off Ghana.
1975 passenger and ferry ships
From 1975 to 2000, more than 140 passenger and ferry ships were overhauled and converted at the shipyard. It started with the Europa in 1975 and had major highlights with the Norway in 1979 and the Queen Elizabeth 2 in 1985. In August 1979, the major conversion of the laid-up passenger liner France into the cruise ship Norway began . The France , at around 315 meters the longest passenger ship and measured as a four-screw ship with 66,400 GRT, was bought by Norwegian Caribbean Lines founder Knut Ulstein Kloster for $ 18 million and from the Hapag-Lloyd shipyard as the flagship for $ 130 million rebuilt. Its drive consisted of four steam turbines with a total of 175,000 hp rated power for 31 knots and a fuel consumption of 800 t / day. After the conversion to Norway with two turbines and two propellers and the installation of five new diesel generators for power supply, consumption was around 200 t / day. Two stern and three bow thrusters improved maneuverability. A wider pool and sun deck were installed at the stern and in May 1980 the “new cruise ship” left the shipyard as NCL's flagship. In 1980, besides the Norway, there were other passenger ships in the yard, and larger orders were carried out on the Queen Elizabeth 2 . In 1982 the Royal Viking Sky was extended by 28 meters with the support of the Seebeck shipyard.
1984, Bremer Vulkan takes over the shipyard, it is now called "Lloyd Werft Bremerhaven"
In 1984, Bremer Vulkan took over operations and the shipyard was renamed Lloyd Werft Bremerhaven . At this point in time 1,300 people were employed, the company premises were approx. 33 hectares and the pier length was approx. 1,400 meters. In 1987 the Schichau Unterweser AG and the Seebeck shipyard were incorporated and the shipyard association was founded. In 1988 Rickmers Lloyd Dockbetrieb also came to Lloyd Werft.
In 1986/87 the Queen Elizabeth 2, measured at around 70,000 GT, was converted and overhauled in 179 days by Lloyd Werft Bremerhaven for around DM 300 million. The steam turbo generator powered Queen Elizabeth 2 made her maiden voyage on May 2, 1969 from Southampton to New York and took part in the Falklands War as a fast troop transport in 1982 . The steam boilers and steam turbines were expanded at the Lloyd Werft Bremerhaven and replaced by nine MAN B&W 4-stroke diesel engines with a total of 130,000 PS (95,615 kW). The generators driven by the four-stroke diesel engines feed the electric switchboard, which is used to supply the two electric traction motors with a diameter of 8 m that drive the propellers. The auxiliary machines and other electrical consumers are also supplied with power from the control panel. In the guest area, the common rooms were modernized, shopping centers and new sports rooms were installed, and eight new penthouse suites and new luxury cabins were installed. After the renovation, the ship offered space for 1870 passengers. After a dramatic extended test, the ship was successfully handed over.
The Belorussiya (hull number 1212) from the Finnish shipyard Oy Wärtsilä AB was built as a ferry and started sailing in 1975. She was converted from a ferry to a cruise ship at the Lloyd Werft in early 1986. The Belorussiya was towed to Bremerhaven by a deep-sea tug after a serious docking accident in Singapore at the end of 1992. The repairs were carried out at Lloyd Werft in 1993 and the Belorussiya was extensively rebuilt and modernized within a tight time frame for a total of DM 95 million. It was then renamed Kazakhstan II and Delphin in 1996 .
In 1989 Blohm + Voss bought a floating dock with a load capacity of 35,000 t, so that a total of three docks were available at the time, which significantly increased the flexibility of the shipyard.
1996 bankruptcy of Bremer Vulkan AG (Costa 1)
In 1995/1996, Bremer Vulkan got into financial difficulties due to insufficient equity and other problems and filed for bankruptcy in 1996. The Lloyd Werft Bremerhaven survived due to its stable order situation with the help of the transfer company "mypegasus" and became independent. The Costa Victoria with 75,000 GT and space for 2465 passengers was under construction at the Bremer Vulkan at that time. It was completed at Lloyd Werft and delivered in mid-1996.
In 1997 the contract negotiated since 1995 for the extension of the Windward , built in France in 1993, was signed, price around DM 100 million. Due to the bankruptcy of Bremer Vulkan, the financing initially caused great difficulties. The sophisticated technology of ship lengthening has already been tested on the tanker "Texaco Brasil" and successfully implemented with the Seebeck shipyard in 1983 to extend the cruise ships Royal Viking Star and Royal Viking Sea in Lloyd-Dock. The construction of the new central nave section for the Windward began in October 1997 at the Seebeck shipyard. The separating cut, the pulling apart of the ship and the floating and installation of the new 1,900 t middle section took place from January 1998 to March 1998 in Kaiserdock II. After that, the "Windward" was renamed Norwegian Wind . This extension procedure was then carried out in 60 days with the sister ship "Dreamward", which was then renamed Norwegian Dream . The third member of the league was Norwegian Majesty, which was taken over by Norwegian Cruise Line in 1997 . It was extended from January to April 1999 at Lloyd Werft. The middle section was delivered to the Lloyd Werft by Aker MTW Werft in Wismar. The three extensions cost a total of around DM 300 million.
The German-British corporation Bridgepoint with the holding company "NatWest Equity Partners", which belongs to the London National Westminister Bank Group, entered the shipyard as the main shareholder in 1998 with 21 million marks with 70%. The remaining 30% were held by the managing directors W. Lüken and D. Haake.
1998/2001 Norwegian Sky (Costa 2) and Norwegian Sun
From the hull of the sister ship of the Costa Victoria , which rusted away after the bankruptcy of the Bremen volcano, the Lloyd Werft built the cruise liner Norwegian Sky for the Norwegian Cruise Line for around DM 500 million . Since the Costa Line in Genoa had just been taken over by Carnival Cruise , there was no interest in prefabricated construction. The shell was taken over by NCL for 46 million DM, towed to the Lloyd shipyard and completed with a few changes to Norwegian Sky , and the ship was delivered in August 1999. The prefabricated construction of the sister company Costa Victoria and the three ship extensions were important experiences for Lloyd Werft in order to successfully complete the construction of Norwegian Sky . The bridge was lowered one deck and with many changes from deck 4 upwards, a cruise liner with around 1000 cabins and 14 suites with a measurement of 75,000 GT was created.
In 1999, the Lloyd Werft received the new construction contract for the Norwegian Sun from Norwegian Cruise Line (NCL), which was worth around DM 650 million. The hull had an order value of around DM 45 million and was commissioned up to the sixth deck from Aker MTW in Wismar. Other shipyards, especially the Flender shipyard in Lübeck , supplied sections that were combined for the shell construction at Aker MTW . In September 2000 the 258 meter long and 34.5 meter shell was towed to the Lloyd shipyard in Bremerhaven. In the Kiel Canal , the water level was lowered by 20 centimeters in order to avoid collisions with the bridges, which only allow a passage of 40 m. At the end of August 2001, after a construction period of 22 months, the shipyard handed over the cruise ship Norwegian Sun to NCL.
1999/2000 Lloyd Werft Grand Bahama
Repair troops were repeatedly flown to the Caribbean to repair cruise ships here. Lloyd Werft had set up a small base for this in Freeport in the Bahamas and also had a license for such work. In order to be able to carry out major repairs on cruise ships here, a shipyard was opened in 1999/2000 with the partner “Grand Bahama Authority”. A finger pier, a new hangar and a used 280 m floating dock from Russia served as the first repair base for the “Lloyd Werft Grand Bahama”. Another 350 m floating dock with a lifting capacity of 80,000 t was ordered in China for around DM 66,000. Fifteen Bahamians were trained for three months at the Lloyd shipyard for the upcoming work as welders, fitters and electricians. In September the first ship was docked with the 15,000 GT Island Venture ex Kazakhstan . The project was canceled and in November 2000 the Lloyd Werft sold its shares in the "Lloyd Werft Grand Bahama" to the largest English repair and conversion yard, Cammell Laird .
2003 New owner and drama "Project America"
In 2003 the German-British corporation Bridgepoint sold its shares in Bremerhaven's Lloyd Werft. The 70 percent stake was transferred to the holding company LPS (Lüken, Pallentin, Schmaus) of the shipyard, which consisted of the managing directors Werner Lüken, Rüdiger Pallentin and Hans-Jürgen Schmaus.
When the American Classic Voyages shipping company collapsed, there were two unfinished ship orders that were hulled by Ingalls Shipbuilding in Pascaguala in the Gulf of Mexico . Star Cruises , as the mother of NCL, acquired these hulls and received the special permit to later operate them under the American flag in domestic American traffic. Star Cruises placed the order with the Lloyd shipyard to finish building one of the two hulls in Bremerhaven. In Dock III, the hull was cut apart and lengthened by 25 m with the aim of delivering the ship called “Project America” to NCL in mid-2004 for the Hawaii service. The ship was lying at the equipment pier for remaining work when a hurricane pushed the ship to the side on January 14, 2004, water flowed into a side assembly opening, the ship sank and the lower decks were full of water. The ensuing insolvency led to the shipyard's bankruptcy. The insolvency plan was accepted by all creditors, ensured the continued existence of the shipyard and the delivery of the Pride of America , because the ship was completed with great commitment from those involved, shipyard, shipping company, insurance and suppliers and delivered about a year later.
Fincantieri joined the company in 2006 and left it in 2010
The Italian Fincantieri shipbuilding group acquired around 21% of the shares in Lloyd Werft as a strategic partner in May 2006; it was also given the option to acquire the majority. Another 13% stake was acquired by Bremer Investitionsgesellschaft (BIG), an institution of the state of Bremen.
The cooperation began with the repair of the Star Princess , a cruise ship built by Fincantieri for the US shipping company Princess Cruises , which belongs to the cruise company Carnival Corporation & plc . In 2007 the ferries Stena Britannica were extended by 30 meters and the Stena Hollandica by 50 meters. The latter was then considered to be the largest cargo and passenger ferry in the world.
In 2010 the Bremerhaven-based shipbuilding company Dieter Petram took over the 20 percent stake in Lloyd Werft from the Italian state shipbuilding group Fincantieri. In addition, he acquired additional shares from LPS Dienstleistungs- und Beteiligungsgesellschaft Bremerhaven mbH, so that he became the majority shareholder with a stake of 50.2%. The state of Bremen retained a 13.16% stake in the Bremerhaven company. At that time, Petram was also the main owner of MWB Motorenwerke Bremerhaven and was also involved in other shipbuilding companies.
2007 Extension of the Stena Britannica and Stena Hollandica
The Stena Britannica and Stena Hollandica were extended in 2007 by Lloyd Werft. This created the longest cargo and passenger ferries in the world at the time. The Stena Hollandica (Seapacer class) has been extended by 52 m. She was built in 2000 under the construction number 81 by the shipyard Astilleros Españoles Puerto Real in Cadiz, Spain, and delivered to Stena in 2001 with a measurement of 33,770 GT. 2500 loading meters were available for the rolling cargo and there was space for 400 passengers in the cabins. After the extension with new cabins, restaurants, bars and infrastructure, the new length is around 240 m and the new measurement 51,837 GT. The increased load capacity is 17,200 dwt, there are now 3,900 loading meters available and there is space for 1,300 passengers in the cabins. The cabins, restaurants and the leisure area with shopping and entertainment options in the original ship were modernized during the shipyard period. This exemplary ferry ship conversion by Lloyd Werft received the ShipPax Award 2008 .
2009 Renovation of Mein Schiff and Mein Schiff 2
In around 40 days each, two Century- class Panamax cruise ships were converted in the dry dock of Lloyd Werft in 2009 and 2011 for 50 million euros each . The US shipping company Celebrity Cruises , which at the time was a subsidiary of the Greek shipping company Chandris, ordered three of these ships from Meyer-Werft. The second ship, the Galaxy , was lengthened by around 15 meters to increase passenger capacity and delivered in November 1996. The third ship, the Mercury , is almost identical to the Galaxy . In the meantime in Celebrity Galaxy renamed Galaxy was at the 2009 TUI Cruises , a 50: 50 joint venture between TUI AG and Royal Caribbean Cruise Line sold and rebuilt in around 40 days in the dry dock of the Lloyd shipyard for 50 million euros. Restaurants and bar areas were expanded and renewed, balconies were added and some were converted into verandas. Due to the additional weight, a steel substructure weighing approx. 380 tons - a so-called ducktail - was pulled in in the rear area. The area of the spa area has been doubled. After the renovation, the Celebrity Galaxy 2009 was renamed Mein Schiff and the Celebrity Mercury 2011 was renamed Mein Schiff 2 .
2007–2016: Special and offshore ships
From 2007 to 2010 four ships of the heavy cargo dock ship type were built as hulls in Danzig at the CRIST shipyard and were built and equipped by the Lloyd shipyard and transferred to K / S Combi Lift , a joint venture between Harren & Partner in Bremen and J Poulsen Shipping delivered in Korsoer, Denmark. These ships with around 17,000 GT are very versatile as heavy lift ships, ro-ro ships and dock ships . Several offshore wind turbine installation vessels have been fully fitted out at Lloyd Werft, where the jack-up legs have been inserted at the heavy-duty pier and regularly come to the outfitting pier to be converted for new tasks. The Seabreeze class came from South Korea in 2012 for the remaining work. In 2014, the jack-up legs of the only installation ship Aeolus built in Germany to date were used here .
2012 in 1984 came Wärtsilä built in Finland Artemis (44588 BR) of P & O and was in a month for V. Ships / Phoenix voyages to Artania rebuilt. Almost 100 cabins were provided with balconies on decks 5 and 6. In 2014 this cruise ship came back to the Lloyd Werft and received an extensive conversion program in around 75 days in addition to a typical docking. In the machine area, this included a completely new machine drive system , a new diesel generator , new silencers, a modernized fresh water system and a renewal of the fuel processing system. Now another 152 cabins on deck 7 and 8 have balconies.
In 2014 the offshore special ship Ceona Amazon was built for the London shipping company Ceona Ltd. for laying pipelines in extreme water depths. The modern pipelayer is around 200 meters long, 32.2 meters wide and measured at a draft of 8 meters with around 31,250 GT. The superstructure of Lloyd Werft's largest seagoing ship to date offers space for a crew of 200 in 114 cabins. The specifics are u. a. two 400-ton heavy-duty cranes and a 30-ton knuckle-boom crane with heave compensation. They enable installation work of large underwater systems in water depths of up to 3000 meters. For the laying of pipelines, the Dutch company Huisman installed special complex systems of the G-pipe laying system on deck, which give the ship a strange appearance. There is a deck area of 4,600 square meters for pipe and roller storage as well as a production line for joining rigid steel pipes to form the pipeline. Winch systems and extensive storage capacities for various pipe systems were provided below deck. The special equipment includes two ROVs (Remote Operating Vehicles - diving robots) for working at great depths.
Current developments
In September 2015, Genting Hong Kong acquired a majority stake in Lloyd Werft for EUR 17.5 million. At the beginning of January 2016, Genting Hong Kong acquired the remaining shares in Lloyd Werft Bremerhaven AG and Lloyd Investitions- und Verwaltungs GmbH . In February it was announced that Nordic Yards would be acquired by Genting Group , the main shareholder of Genting Hong Kong .
In March 2016, the Genting Group confirmed the takeover of Nordic-Yards and the associated shipyards for a purchase price of 230 million euros. The locations in Bremerhaven, Wismar , Warnemünde and Stralsund with a total of 1700 employees were to be combined under the name Lloyd Werft Gruppe (Lloyd Werft Group) . A total of 85 million euros were to be invested in the next two years to equip the shipyard group for the tasks ahead.
In connection with the conversion of a special ship, there were problems that had been concealed from the parent company. As a result, the Bremen branch of the auditing company PricewaterhouseCoopers (pwc) was commissioned to investigate the processes at Lloyd Werft more closely.
In July 2016, Genting Hong Kong announced the founding of the MV Werften group in order to implement the ambitious newbuilding program under this brand; Lloyd Werft Bremerhaven will continue to focus on the conversion and repair business and will provide additional support if required.
At the end of February 2017, the management and the works council informed the core workforce of Bremerhaven-based Lloyd Werft that 117 of the 400 or so jobs would be cut as part of a strategic realignment. The 117 colleagues who left the shipyard made full use of the 12 million euros in severance pay. On April 1, 2017, you switched to a transfer company.
As part of this strategic realignment, the focus was primarily on the construction of mega yachts and prototypes. In addition to an increase in the number of staff in the construction and engineering sectors, there was also cooperation with suitable partners. In collaboration with the judel / vrolijk design office, a new 96.5 meter long superyacht with the project name DIVA was developed.
New buildings and conversions
- 1979/1980: Conversion of the French luxury liner France to Norway for the Norwegian shipowner Knut Utstein Klosters
- 1986/1987: Conversion and modernization of the British passenger and cruise ship Queen Elizabeth 2 , the largest conversion of a passenger ship in the world to date
- 1996: Final expansion of the cruise ship Costa Victoria (in cooperation with the Bremer Vulkan )
- 1997/1998: The cruise ships Norwegian Dream and Norwegian Wind were each lengthened by 40 m
- 1999: Completion of the cruise ship Norwegian Sky , originally started as Costa Olympia at Bremer Vulkan and not completed there after its bankruptcy
- 2001/2002: New construction of the cruise ship Norwegian Sun , whose hull was built at the Mathias Thesen shipyard in Wismar and then towed to Bremerhaven
- 2004/2005: New construction of the American cruise ship Pride of America ; the ship sank at the shipyard's equipment quay during a storm, had to be repaired at great expense and brought the shipyard to the brink of bankruptcy
- 2006: Extension of four Cala reefer vessels for Seatrade Groningen BV, whereby the Cala Palma was damaged by a fire during welding work
- 2007: The Stena Britannica was extended by 30 m, the Stena Hollandica by 50 m; the longest freight and passenger ferries in the world were built, each with a total length of around 240 m
- 2009: The Celebrity Galaxy was rebuilt in 38 days for 50 million euros and was named Mein Schiff 1 (today: Marella Explorer )
- 2010: Reconstruction of the cargo ferry Stena Trader, including shortening it by 12.8 m, increasing the passenger capacity from 350 to 1000 by expanding the superstructure, installing another stern ramp and a suspended deck for cars
- 2007–2010: New construction of the mega yacht Luna with a length of 114.6 m
- 2011: Reconstruction of the Celebrity Mercury (as with the sister ship Celebrity Galaxy ), which afterwards, like your sister, will operate for TUI Cruises under the new name Mein Schiff 2 . Except for a few details in the interior, both ships were largely the same.
- 2014: New construction of the offshore special ship Ceona Amazon ; Delivery after almost 17 months of construction, largest offshore special ship (203.1 m long, 32.2 m wide, 8.0 m draft , 31,240 GRT) for laying pipelines in extreme water depths of up to 3,000 meters.
- 2014: In October, the Artania was extensively modernized in the passenger and machine areas. The Pielstick engines were replaced by four new 12-cylinder diesel engines from the Wärtsilä 32 series. In addition, the ship received a new 8-cylinder auxiliary diesel of the same series, new silencers, a new cooling water system and a new fuel preparation system
- Since 2016: Construction of another mega yacht with a length of 140 m
- 2020: Final equipment of the world's largest research yacht REV Ocean
See also
- Ports in Bremerhaven # Kaiserhäfen
- Shipyards in Bremerhaven
- Dockplan: http://www.lloydwerft.com/de/portfolio/dock-kapazitaeten/dockplan.html
literature
- HJ Witthöft: Lloyd Werft is the best address worldwide for ship repairs and major conversions. In: Köhlers Flottenkalender 2008. ISBN 978-3-7822-0963-2 , pp. 118–129.
- 150 years of Lloyd Werft. In: Hansa . Issue 2/2007, pp. 12-24, ISSN 0017-7504
- Projects . Documentation of the projects of the Lloyd shipyard. Lloyd Werft, Bremerhaven 2002, ISBN 3-933885-14-0 .
- Longer, bigger, more beautiful. How the Lloyd Werft converted three cruise ships of the Norwegian Cruise Line . Lloyd Werft, Bremerhaven 1999, ISBN 3-927857-99-8 .
- HJ Witthöft: Lloyd Werft - 150 years of shipbuilding history . Koehler, Hamburg 2007, ISBN 978-3-7822-0957-1 .
- "We specialize in everything" . Interview with the managing director Rüdiger Pallentin by Nikos Späth in: Hansa. Issue 6/2012, pp. 18-21, Schiffahrts-Verlag Hansa, Hamburg 2012, ISSN 0017-7504
- Cruise and special ships determine the future business. In: Ship & Harbor . Issue 6/2014, pp. 22/23, ISSN 0938-1643
- Lloyd Werft very satisfied with the shipbuilding year 2014 · Annual results. In: Ship & Harbor. Issue 6/2015, pp. 22/23, ISSN 0938-1643
Web links
Individual evidence
- ↑ a b Federal Gazette : Annual financial statements for the business year from 01/01/2014 to 12/31/2014.
- ↑ https://www.schiffundhafen.de/nachrichten/schiffbau/detail/news/neuer-gesellschafterkreis.html
- ↑ Offshore - Interesting projects of the Lloyd Werft Bremerhaven. on: hochhaus-schiffsbetrieb.jimdo.com
- ↑ Lloyd Werft press release: Genting Hong Kong acquires Lloyd Werft Bremerhaven. ( Memento from October 22, 2015 in the Internet Archive ) September 18, 2015.
- ↑ Genting joins Lloyd. In: Daily port report , September 18, 2015, p. 1.
- ↑ Lloyd Werft sets the course for the future - Malaysian Genting Group takes over shares for 17.5 million euros. In: Daily port report of September 21, 2015, p. 1/3.
- ↑ Genting Hong Kong buys Lloyd shipyard in full. January 4, 2016, accessed January 4, 2016 .
- ↑ Frank Binder: Genting buys all of Lloyd Werft · Malaysian group also takes over the remaining shares worth 16.47 million euros. In: Daily port report , January 6, 2016, p. 15.
- ↑ Asians want to take over Nordic shipyards on the Baltic coast. In: Leipziger Volkszeitung , February 12, 2016.
- ^ Genting conflict: Lloyd Werft has auditors in-house. on: nord24.de , July 12, 2016.
- ^ Genting Hong Kong forms MV Werften to focus on new shipbuilding. ( Memento of July 16, 2016 in the Internet Archive ) Press release from Genting HK. July 8, 2016 (PDF)
- ↑ Lloyd-Werft in Bremerhaven cancels 117 jobs ( Memento from February 27, 2017 in the Internet Archive )
- ↑ DVV Media Group GmbH: Login. Retrieved February 6, 2020 .
- ↑ New engines and balconies for "Artania". Lloyd Werft press release. June 3, 2014. (No longer available online.) Archived from the original on December 23, 2014 ; accessed on December 23, 2014 .
- ^ MS Artania, new engines in the Lloyd shipyard; with lots of photos
- ↑ Boats Exclusiv Magazin: REV comes to Lloyd Werft. Retrieved February 6, 2020 .
Coordinates: 53 ° 34 ′ 1.2 ″ N , 8 ° 33 ′ 25.2 ″ E