Industry SnapShots - acquisdata.com · Week ending 28th September 2013 Industry SnapShots - Asia...

Week ending 28th September 2013 Industry SnapShots - Asia

GERMAN

Industry SnapShots

EuropeSHIPBUILDING

Up to date business intelligence reports covering developments in the world’s fastest growing industries

Published byAcquisdata Pty Ltd 2013

7 November 2013No: 917

Industry SnapShots - AsiaWeek ending 28th September 2013

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News and Commentary

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Latest Research

The Industry

Leading Companies in the Industry

Table of Contents

Industry SnapShotsPublished by Acquisdata Pty Ltd A.C.N. 147 825 536

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GERMANSHIPBUILDING

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EUROPE

Europe - German – Shipbuilding

7 November 2013

1

News and Commentary Nasdaq - ThyssenKrupp Now Mulls Sale Of US Operations, Expansion In Brazil – 27/10/2013 German steel giant ThyssenKrupp AG (TYEKF) is planning to expand its operations in Brazil and completely exit. For the complete story see: (http://www.nasdaq.com/article/reports-thyssenkrupp-now-mulls-sale-of-us-operations-expansion-in-brazil-20131027-00027) Superyatch - Blohm+Voss Launch Superyacht Project Graceful – 28/10/2013 Blohm + Voss has today announced the successful launch of the 82m superyacht Project Graceful. For the complete story see: (http://www.superyachts.com/news/blohm+voss-launch-superyacht-project-graceful-2983.htm) Fassmer to build LNG ferry – 29/10/2013 Fassmer of Germany has won a contract to design and manufacture the new dual-fuelled Helgoland ferry. For the complete story see: (http://www.energyglobal.com/news/liquid-natural-gas/articles/German_company_to_build_LNG_ferry_362.aspx#.UnM_-HCBl4w) Cruise and Ferry - Getaway floats out in November – 31/10/2013 Norwegian Cruise Lines’ newbuild, Norwegian Getaway, is to float out of her Meyer Werft berthing dock on 2 November. For the complete story see: (http://www.cruiseandferry.net/article/News/00987/Getaway-floats-out-in-November) Media Releases Going with the flow: A-PINK FLORA placed in NEPTUNE SHIPYARD keel – 12/4/2013 To the applause of some 100 employees of the NEPTUNE'S SHIPYARD, A-ROSA river boat GmbH and members of the A-ROSA customer clubs, the A-PINK FLORA was solemnly laid today in Warnemunde to Kiel. Christine Schindler, "maritime interior designer" and wife of Siegfried Schindler, one of the two managing directors of Partner Ship Design in Hamburg, acted as Kiellegungspatin who put a lucky penny in the first block of steel for naval shipbuilding tradition. Only after this ritual act all start working on the ship: the individual ship sections and blocks are welded steel and made fully constructed the ship hull and decks 2.5. The construction of the A-PINK FLORA stands not only for the strong history of successful collaboration with the NEPTUNE'S SHIPYARD but also for the development of a new type of ship, which - like its sister ship, the A-ROSA SILVA with its 2.5 decks - especially Designed for passages in the Rhine-Main-Danube Canal. By tapping into this new destination, the two major trade lanes Rhine and Danube connected and exciting routes can be offered. Similar to the A-ROSA SILVA there will also be aboard the A-PINK FLORA Grand and Junior Suites, as an accent to the regular outside and balcony cabins. For the first time they are in the A-PINK FLORA supplemented by tw o "family cabins" that are characterized with a sofa bed and Pullman bed by a size of 18.5 sqm.


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About the NEPTUNE SHIPYARD Ltd. A company with tradition: Founded in 1850, the NEPTUNE'S SHIPYARD Ltd. since 1997 is part of the Meyer Neptun Group. Since then, the shipbuilders from Rostock-Warnemünde have focused on the construction of new river cruise ships. The company employs around 500 people. About A-ROSA river boat GmbH A-ROSA river boat GmbH is specialized with its modern river cruise ships on the Danube, Rhône / Saône and Rhine / Main / Moselle and offers a variety of travel topics related to culture, golf and pleasure. The company carries offices in Rostock and Switzerland and employs approximately 580 people. Norwegian GETAWAY to leave building dock II – 25/10/2013 On 2 November 2013 the 146,600-gt cruise ship Norwegian GETAWAY, whose construction has taken merely 12 months, will float out of MEYER WERFT's covered building dock II. Over the last few weeks the shipyard has been busy con-ducting extensive tests and machinery trials. The float-out of the ship, which is built for the US cruise operator Norwegian Cruise Line, will commence around 03.30 p.m. Following the float-out and more tests to be carried out in the harbour, the ship will be berthed alongside the yard's outfitting pier. Delays in the time schedule due to weather conditions may occur. With the ship being berthed at the yard's pier, the remaining work and tests and trials will be carried out in the next few days. Within merely a couple of days, the first crew members will move into their cabins on board, and familiarize themselves with the ship itself and its numer-ous systems. The Norwegian GETAWAY's conveyance down the river Ems towards the North Sea, where she will prove her seaworthiness, is scheduled for mid-November 2013. The 146,600 gt cruise ship has a length overall of 324 m and is 39.70 m wide. Its construction complies with the latest safety standards, and the ship meets all valid environmental regula-tions. (http://www.meyerwerft.de/en/meyerwerft_de/medien/presseticker/pressemitteilung_detail_12608.jsp) Latest Research Governing shipping externalities: Baltic ports in the process of SOx emission reduction – 24/10/2013 Daria Gritsenko1 and Johanna Yliskylä-Peuralahti Abstract This paper analyses the debate which has unfolded in the Baltic Sea Region regarding the reduction of sulphur content in vessel fuels, in order to illustrate how tightening environmental regulation challenges traditional forms of maritime governance. Using an interactive governance approach, this study reconstructs the process of sulphur emission reduction as a complex multi-stakeholder interaction in multiple contexts. The empirical investigation has drawn on documentary material from around the Baltic region, including Russia, and has applied the method of qualitative content analysis. The empirical study focuses on two interlinked questions: (1) How sulphur emission reduction policies are being anticipated by maritime industry, in particular by Baltic ports and (2) How port adaptation strategies are tied into Baltic local and energy contexts. Addressing these questions highlights the role of polycentricity in shipping governance and explains how the same universal international regulations can produce varying patterns of governance. The paper concludes that policy-making shall take an account of the fact that the globalized shipping industry is nevertheless locally and sectorally embedded. (http://www.maritimestudiesjournal.com/content/12/1/10/)


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The Industry Shipbuilding industry: an overview of the sector A competitive and strategic sector for Europe. The European shipbuilding industry is a dynamic and competitive sector both in the EU and on a global scale. It has great importance from both an economic and a social perspective, and also involves other areas including transport, security, research and the environment. The EU promotes its development and addresses competitiveness issues the sector is facing. Shipbuilding is an important and strategic industry in a number of EU Member States. Shipyards often play a significant role for the regional industrial infrastructure and, with regard to military shipbuilding, for national security interests. The European shipbuilding industry is the global leader in the construction of complex vessels such as cruise ships, ferries, mega-yachts and dredgers. It also has a strong position in the building of submarines and other naval vessels. Equally, the European marine equipment industry is world leader for a wide range of products from propulsion systems, large diesel engines, environmental and safety systems to cargo handling and electronics. There are around 150 large shipyards in Europe, with around 40 of them active in the global market for large sea-going commercial vessels. Around 120,000 people are directly employed by shipyards (civil and naval, new building and repair) in the European Union. With a market share of around 15% in volume terms, Europe is still vying (with South Korea) for global leadership in terms of the value of civilian ships produced (15 billion Euros in 2007). In shipbuilding, the level of sub-contracting can go up to 80% in terms of value. The marine equipment industry has an annual turnover (2007 figures) of around €26bn (including naval technology) - of which over 45% is exported, it provides direct employment for approximately 300,000 people, and it possesses a global market share of around 35%. Historically, the industry has suffered from the absence of global rules and a tendency of (state-supported) over-investment due to the fact that shipyards offer a wide range of technologies, employ a significant number of workers and generate foreign currency income (as the shipbuilding market is dollar-based and a global one). Many of the resulting problems are still troubling this industry and the Commission is actively addressing the issues through a variety of policy measures (especially LeaderSHIP 2015) and supporting studies, for which more information can be found on these web-pages. A general overview of the world shipbuilding industry and its key characteristics is given in the "Study on the Competitiveness of the European Shipbuilding Industry " (2009). A range of maritime services are related to shipbuilding (shipping, inland navigation, seaport services, offshore supply, recreational boating, research and development, education, classification and inspection, bunkering, maritime works, maritime insurance, maritime financing, maritime brokerage, maritime law, crewing, associations, government services, rescue, diving, ship supply). These services account for a direct production value of around 267 billion Euros annually, according to a 2008 Commission study on maritime clusters. Although shipping is already the most environmentally friendly mode of transport further reductions of emissions to air and water are necessary. The implementation of forthcoming global and European regulation on topics like ballast water, sulphur and nitrogen oxide emissions as well as action on climate change offer important market opportunities for the European marine equipment suppliers and shipyards, which are analysed in the study "Green growth opportunities in the EU shipbuilding sector"(2012) (http://ec.europa.eu/enterprise/sectors/maritime/shipbuilding/index_en.htm)


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Leading Companies Blohm & Voss About Us Since 1877, the name Blohm & Voss has stood for quality in ship construction and engineering. The traditional Hamburg shipyard manufactures provides the highest quality products for the world market. Blohm & Voss Shipyards Focuses on the area yachts. Thanks to his technical expertise, excellence of its engineers, modern production techniques and innovative technologies, the company occupies a significant position in the world market. Yachts from Hamburg and Kiel are now considered the ultimate. Blohm & Voss Shipyards Creates and builds them - from L to XXXL. And each boat is unique, designed and built entirely by the Requirements of the clients. No left to be desired. This is only possible through Decades of experience in the Implementation of the highest standards of quality and the perfect combination of competent engineers, creative designers and powerful suppliers. They all give their best. And of course everything is "strictly confidential". Blohm & Voss Shipyards builds yachts, their technology, design and comfort reach dimensions. That others are leagues ahead. The future of boat building is already a reality today. During the development of mega - yachts- art technologies are used: such as the 3 - D virtual reality software. Lets engineers, designers and future owners Already see the design stage, que will make later in the sea in the world for attention : Ships with perfect shapes, an outfit That leaves nothing to be desired , and drives excellent. In the over 130 - year history Blohm & Voss in September in the maritime world always setting new standards. Here are some highlights since its founding in 1877. 1877: Founding of Blohm & Voss Hermann Blohm and Ernst Voss founded on 5 April Blohm & Voss, a shipyard and engineering works. 1882: Entry into the repair business Blohm & Voss are engaged in repair shop: On 1 January, the first floating dock is made of 3,000 tonnes lifting capacity in operation. 1905: World Largest shipyard As a result of a new lease agreement With The Senate of Hamburg, Blohm & Voss gets an area of 560,000 square meters and 3 km water front. Malthus, the company has closed the largest shipyard in the world. 1913: Ernst Voss no longer a member of the company management Company founder Ernst Voss moves to Supervisory Board. 1914: The outbreak of the First World War Before the eyes of the giant steamer Kaiser Wilhelm II Bismarck is launched. During the First World War (1914-1918), the shipyard 96 submarines, six destroyers and a light cruiser delivers. 1927: 50th anniversary The company celebrates its 50th anniversary. Until This Year, the yard has built 429 merchant ships and Naval Vessels, treats including 35 ships for Hapag alone, 29 for the Hamburg- Süd, 22 for the Woermann Line and 20 for the East Line. 1933: JIB GORCH The Gorch Fock sailing ship for the German Navy is launched.


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1939: the outbreak of the Second World War By the end of World War II (1939-1945) 238 submarines will be completed and started the construction of 17 additional submarines. From 1942 U -boats to be built. 1955: Founding of Blohm & Voss AG The Phoenix Rhein Ruhr AG acquires a 50 % shareholding in the new Blohm & Voss AG. 1958: Special ships Blohm & Voss Begins With The development of Specialized Vessels: such as reefer ships and car carriers. 1968: First container ship As the first of Blohm & Voss built container ship ELBE EXPRESS is delivered to the Hapag. 1980: Meko ® technology The Meko ® technology sets new standards in shipbuilding. The first Meko ® frigate Aradu the type Meko ® 360 for the Nigerian Navy by the stack running. 1985: Conversion of container ships In a record time ( 26 July to 12 December ) four Hapag -Lloyd container ships are rebuilt and extended , the NUREMBERG EXPRESS , EXPRESS COLOGNE DUSSELDORF STUTTGART EXPRESS and EXPRESS. 1989 Successes of the Meko ® technology The Meko frigate VASCO DA GAMA PN ® 200 for the Portuguese Navy is launched. To date, 32 Meko ® -Fregatten/Korvetten are built or under contract. 1990: Year of Luxury Yachts The luxury yacht LADY Moura (105m) and GOLDEN ODYSSEY (77 m) to be delivered. It is Also the keel laying of the luxury motor yacht ECO (74 m). 1992 FAST monohull The FAST monohull concept is developed. It is Characterized by high efficiency (20 % power saving) and Flexible deployment options from. 1997: MECON The first international conference Meko ®, short MECON, will take place in Hamburg. 24 navies around the world are present and informed about the Developments in the Meko ® technology. 1999: Frigate 124 It is the keel of the frigate class 124 for the German Navy. In December, the first frigate class 124 is baptized in the name of SAXONY. 2001: Combined laser welding and cutting machine With the commissioning of the combined laser welding and cutting machine can Blohm & Voss Further optimize the production process. Ships can be built with unprecedented accuracy and extreme lightweight construction. 2002: 125 years Blohm & Voss 100,000 hamburgers and guests celebrate the 125th anniversary of the company on the day of the open door. An insight into the history of the shipyard, the visitors at the exhibition "125 years Blohm & Voss” in the shipbuilding hall. In honor of the Hamburg Company to Senate reception will take place. 2005: New shipyard group With the merger of ThyssenKrupp shipyards and the HDW group on 5 January 2005 Blohm & Voss is one of the emerging ThyssenKrupp Marine Systems AG. The new strong European shipyard group has its headquarters in Hamburg.


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(http://translate.google.com/translate?hl=en&sl=de&u=http://www.blohmvoss.com/&prev=/search%3Fq%3Dblohm%2B%252B%2Bvoss%26espv%3D210%26es_sm%3D93) Blohm & Voss Repair Blohm & Voss Repair: The perfect location. The port of Hamburg is the center of the northern European shipping. Here is the shipping companies an ISO 9001 certified yard available, the sophisticated ship Carried out repairs quickly and accurately. Planning and execution of routine drydocking include this as standard. But Blohm & Voss Repair is also the right partner when it comes to unplanned dockings - goes - even from fully loaded ships. Blohm & Voss Repair: This is around 450 engineers and world -class professionals. As Hamburg is centrally located, Blohm & Voss Repair can draw in a short time on additional qualified professionals. Furthermore, there are a number of special technical offices, excellent craftsmen or workshops in and around Hamburg, With Which almost any project can be Realized. Blohm & Voss Repair: Your perfect partner Blohm & Voss Repair Provides the technical know- how and have the financial resources to in Place large, complex projects. Of course, We Also offers a bespoke service and compact for cruise ships and mega yachts. (http://www.blohmvoss-repair.com/index.php%3Flevel%3D1%26CatID%3D15%26inhalt_id%3D16&usg=ALkJrhi_ViDCjh4ZpfyEd05-Kz3xSfVoag) We Repair anything that Floats Our experienced engineers and skilled employees provide their know-how as well as the facilities and workshops in Hamburg port that your boat stays in shape - 24 hours a day, 7 days a week. There is no ship that can not be repaired at Blohm & Voss Repair. But not only that, also leads professional Blohm & Voss Repair and through extensive refits and conversions and presents with a wide range of other services at the service of its customers. (http://translate.googleusercontent.com/translate_c?depth=1&hl=en&prev=/search%3Fq%3Dblohm%2B%252B%2Bvoss%26espv%3D210%26es_sm%3D93&rurl=translate.google.com&sl=de&u=http://www.blohmvoss-repair.com/&usg=ALkJrhhxcNV5Sf6Gbt-7ebKQVYZcp-2iog) Fassmer About Us Fassmer - synergy of expertise and passion Fassmer is a dynamic family-owned shipyard in its fifth generation. The -internationally successful company is active in six business areas: Shipbuilding, Lifeboats, Deck Equipment, Wind Power, Composite Technology and after- sales service. Our clients appreciate the close cooperation with research institute, innovative in- house design and engineering, modern production facilities and a worldwide service network. We are one team Each step within the construction and production process Demands maximum performance. This can only be reached with highly qualified employees and regularly workout sessions. More than 900 people work for Fassmer worldwide, half of them in Germany. Their expert knowledge and motivated attitude to work reflecting the Duties Fulfill Their They Represent the company’s great potential! Benefit from other business areas. Convincing synergy effects between the six business areas are a great advantage for the company. The client profits from the cumulative expertise.


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(http://translate.google.com/translate?hl=en&sl=de&u=http://www.fassmer.de/&prev=/search%3Fq%3Dfassmer%26espv%3D210%26es_sm%3D93) Well equipped for global success

• 900 employees worldwide • 20,000 m² of heated workshop • 250 m long outfitting pier • Worldwide service network • Certified QM system accor ding to DIN EN ISO 9000:2000 • Training and technical support worldwide • Original spare parts worldwide

(http://translate.google.com/translate?hl=en&sl=de&u=http://www.fassmer.de/&prev=/search%3Fq%3Dfassmer%26espv%3D210%26es_sm%3D93) A story of success In 1850 John Fassmer set-up his own business with plenty of shipbuilding competence, energy and perseverance. The company business in Those early years focused on small wooden boats and life-boats. Today Holger Harald Fassmer and lead a company with more than 900 employees in the fifth generation and Have Gained an excellent reputation Nationally and Internationally. (http://translate.google.com/translate?hl=en&sl=de&u=http://www.fassmer.de/&prev=/search%3Fq%3Dfassmer%26espv%3D210%26es_sm%3D93) A Fully Integrated process at Fassmer At Fassmer clients can rely on a highly sophisticated and fully integrated process ranging from high -level Consultations, research and design to perfect after- sales service Including logistic and technical support , training, and know-how transfer. Research Fassmer enjoys an excellent reputation for innovation in the maritime industry. We constantly examine and improve the operational behavior and performance of our designed customer -specific products. Design In view of the large number of tailor -made Vessels we produce, our experienced in- house design department plays a major role at Fassmer. We can offer our customers the best possible support in all aspects and all phases of a project - from the first layout plan, basic and detailed design up to plant maintenance system. Production Modern production facilities and a highly skilled work force are the prerequisites for the famous Fassmer quality backed up by on - time delivery. Based on a long tradition started in 1850 did info we have always done our utmost to ensure our customers' complete satisfaction in every respect! After-sales service Given May did you expect a lifetime of well over 30 years for a Fassmer vessel, it goes without saying did Equally you can rely on our after- sales service. We Can Ensure the availability of our Vessels by offering:

• A worldwide service network did Ensures the safe and reliable operational Vessels of your • Plant maintenance system • Crew Training • Delivery of spare parts and tools • Technical support in all aspects


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Technical co -operation If a customer is interested in one of our well -proven but prefers Vessels construction on a shipyard in his own country, Fassmer is the right partner to choose. For seeking technical co -operation We provide a wide range of services: such as:

• Transfer of shipbuilding expertise • Well -proven designs EXTENSIVE Within range only to • Tailor -made basic and detailed designs • Assigned project managers and engineers to Provide professional assistance at any level • Logistic support to Ensure smooth Production • Effective training program • Material packages up to prefabricated shipbuilding kits

Repairs and Conversions THEREFORE Fassmer offers all kinds of repairs and conversions. Our customers appreciate our modern ship lift Which Complies with the latest Environmental requirements, as well as our heated workshop. (http://translate.google.com/translate?hl=en&sl=de&u=http://www.fassmer.de/&prev=/search%3Fq%3Dfassmer%26espv%3D210%26es_sm%3D93) Location Competence around the world The headquarters of the Group is the Fassmer Fassmer GmbH & Co. KG website in Berne, Germany, on the River Weser. Located directly beside the river, the company site houses the administration offices , our development and design department and production workshops for all five product divisions - Shipbuilding, Lifeboats, Deck Equipment, Wind Power and Composite Technology. So the main offices of our service subsidiary Fassmer GmbH & Co. KG are on this site; Fassmer Service America, LLC is located in Miami. Another member of the group, Fassmer Ship Service GmbH & Co. KG , founded in 1996 Operates from Rechlin, Germany . This company designs and builds components for our deck equipment division. Sp.zoo in Globino Markos, Poland, is a joint venture with a Polish partner. In modern production halls, we manufacture fiber composite components for lifeboats, wind turbines, yachts and power boats. Fassmer Marland in Guangzhou, China, is a joint venture set-up in in 2005. The newly built and equipped office and production facilities are focused on the production of lifeboats, davits and boarding systems, Primarily for the Asian market. (http://translate.google.com/translate?hl=en&sl=de&u=http://www.fassmer.de/&prev=/search%3Fq%3Dfassmer%26espv%3D210%26es_sm%3D93) Flensburger Schiffbau-Gesellschaft (FSG) About us Flensburger ship-owners, like most other German ship-owners at the time, always had their steam ships built in England, but at some point they developed the courage to think about building their own ships. The idea became reality and they founded the Flensburger Schiffbau-Gesellschaft in 1872. Three years after that they delivered their first newbuilding, the "Doris Brodersen", a steel sailing ship, to one of the partners. She was followed a year later by the cargo ship "Septima". Over the following decades we Flensburg shipbuilders have built up an outstanding reputation with our work. We have delivered nearly 750 ships to date. A wide range of ship types were developed and built in the last century, but today we concentrate on specialised vessels and on tailor-made developments - not only RoRo and RoPax sectors, however, but also naval and offshore ships and cruise liners.


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Management Buy-Out Another chapter in our success was written in December 2008 when the yard was bought by new owners. Our current (and future) Managing Director Peter Sierk, along with investors from the Orlando Management AG in Munich, acquired the yard from the Oldendorff Group in Lübeck as part of a so-called management buy-out. The new owners took-over the facility in its existing form without changing its business spectrum, making it clear that we will continue to be managed as an independent shipyard with specific expertise in the research and development sector. Peter Sierk said at the time: "The yard is well booked with orders until into the year 2013. That is the biggest order volume in the history of the FSG and it is, primarily, our 700 employees who have made it possible. They are the backbone of our success – and that will not change." And nothing has changed. Today our yard remains, more than ever before in its almost 140 year history, dedicated to serving its customers. Personnel Development From the very beginning, the development of the Flensburger Schiffbau-Gesellschaft has been closely linked to economic and political circumstances and this has been reflected in personnel development. World economic crises, war, and just ‘normal’ shipyard troubles have all had an effect on the number of employees. Over the 140 year history of our yard, the number of employees has fluctuated from just a few dozen to more than 2,600. Following the creation of the Flensburger Schiffbau-Gesellschaft, the number of employees rose to its highest point in 1903 with 2,614. That was followed by a steep decline. Up to the Great Depression at the start of the 1930s the personnel total declined to about 60 – its lowest level ever up to that point – before rising gradually year for year after that. In the 1950s it had risen again to about 2,500 employees. From that point on, however, and because of constantly rising automation and changes in production processes, ever fewer workers were required to build ships. In recent years, the Flensburger Schiffbau-Gesellschaft has provided good jobs between 600 and 700 people. Quite apart from employment totals, however, one trend has become apparent over the last 60 years. The number of white-collar personnel, particularly designers and engineers, continues to rise in relation to blue-collar workers. In 1951 only 7.5% of those working at FSG were white-collar employees. This has risen constantly over the years, as deliveries have also increased, to nearly 30% in 2011, and it continues to rise. We like to celebrate. Most of all with you We develop and build our ships jointly with and for our customers. The most important thing for us is the best possible product and a satisfied customer. And where ships are built there are always people: yard employees, ship-owner’s construction supervisors and people from the shipping company itself as well as its customers. So, as well as the technical, planning and commercial demands of a complex project, the relationships among the people involved is also of great significance for us. It is a long tradition at our yard to invite customers to the big milestone events in the creation of their ships and to experience with us the first steel cut, keel-laying, launch and delivery. In addition, a naming ceremony or launch often gives our customers a welcome platform to introduce their potential charterers to the new vessel and convince them of the quality and reliability of FSG ships. The FSG family grows bigger with every ship we build. We take time out to celebrate these events with our partners.


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(http://www.fsg-ship.de/68-1-History.html) Organisation Main organisational chart The Flensburger Schiffbau-Gesellschaft mbH & Co. KG is a company with flat horizontal management, such that decisions can be taken in the shortest possible time. Each customer has a single point of contact, which is open to him at all times. This increases flexibility for the customer and ensures transparency in the decision-taking process.

Design Two dedicated teams of designers and developers work closely together in the Design and Research and Development departments. (FSG offers very attractive positions in these sections to well-trained personnel.)


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With an average age of just over 40 there are many young, open-minded and innovative engineers in both teams, who find ideal support from colleagues with many years of experience. 75% of all employees have university qualifications, mainly in shipbuilding, engineering and electrical engineering. As well as the engineers there are designers with valuable practical experience, who have often worked and learned at the yard and then made their way via further education into the design departments as master craftsmen or technicians. Planning We have never delivered a newbuilding late for about 20 years. The conditions for this extraordinary feat were created by the planning department. What makes it possible are detailed manufacturing and planning standards. These begin in the method planning and work preparation stage which also includes all the required logistics. Using lots of experience and the most modern know-how we have created efficient procedures which make for perfect co-operation between planning and production. All our employees have a single aim: to continue to delivery ships on time and within budget. Production Our company employs about 700 people. More than 500 of them are involved in production. The core competencies of our qualified personnel lie in shipbuilding, welding technology, equipment technology, machinery and plant engineering, operating technology and scaffolding. To consistently meet the high demands of FSG quality standards, we train motivated young people in our own training workshop. As with career training, regular professional qualification and further career training in production is a fixed component part of our daily work. The operational readiness and flexibility of our personnel as well as their identification with the product slogan “Made by Flensburger” are guarantees of high quality and deadline reliability. They are made possible by a high degree of self responsibility and a sense of responsibility, swift decision-taking procedures and a horizontal management structure. Quality In order to turn out complex and high-value products, quality has to be actually ‘lived’ by every employee. For this reason responsibility for quality at our yard rests in the hands of individual departments. The quality control system supports all sectors, to enable individual quality targets to be achieved and it conducts its own construction component inspections. A team of ten employees with many years of experience and different qualifications is available for this. Standards In every stage of production we have established standards which guarantee the high quality of newbuildings delivered within budget and on time. This starts with building methods and leads via planning and fabrication to the quality standard. We at Flensburger-Schiffbau Gesellschaft leave nothing to chance and we concentrate on delivering to customers their perfect ship. In most instances, our own standards exceed the "Fabrication Standard of German Shipbuilding". Above and beyond this ourselves have also developed a construction catalogue in which drawing standards, standardised design solutions, transport methods and fabrication methods are laid down.


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In all shipbuilding sectors, we practise a ‘best possible method’ construction policy. Our motto is to identify all problems or potential areas of discord before they happen and not on the actual building site. We do that with every project, creatively, and by drawing on our wealth of experience. (http://www.fsg-ship.de/69-1-Organisation.html) Research and Development Shipbuilding One of the most important developments in production philosophy is the development from customized to precision manufacturing. While in the process of customization the semi-finished products must first be made to fit prior to their assembly, precision manufacturing offers manufacturing of components at tight geometric tolerances during all of the manufacturing phases, in order to permit assembly of these components, without further fitting procedures, directly with the next larger assembly group, all the way to the completion of the hull. The greatest challenge in this work process is the secure mastery involving thermal deformation which is primarily created through the welding process. A high level of precision with regard to individual components, highly precise positioning, reproducible, consistent joining and welding processes, and careful consideration given to welding shrinkage during the construction process are important prerequisites to meeting this challenge! As customisation on the building slip becomes unnecessary, the processing time is considerably reduced. Consequently, the resulting improvement in productivity represents a major factor in FSG’s ability to remain competitive. As incidental labor steps resulting from the assembly process are no longer required, an improved planning ability due to higher process reliability is one more benefit to our customers and is reflected in the permanent adherence to delivery times. As a result of precision manufacturing, the high level of quality afforded by the cuts and joining preparation as provided by modern plasma cutters remains assured over the course of all of the manufacturing phases involved. The availability of such precise joint geometry makes it possible to attain high-quality and reproducible welding processes. The thermal input, and consequently the level of deformation may thus be small and corrective steps may therefore be minimized. Finally, less stress on the steel is created, so that the original material properties remain completely intact, an advantage which is hence passed on to the customer. (http://www.fsg-ship.de/62-1-Production.html) Mission Welcome to Flensburg’s shipbuilders There are plenty of shipyards in the world. But ours is different. Thanks to our successful designs and innovative concepts, we are the world’s leading builders of RoRo ships, with a global market share of 30 percent. The most prestigious shipping companies in the world trust our know-how and our capability at the highest level. We are always a step ahead of others in the field and we are certain that we can offer the perfect solution to your transport problem as well. We are also Number One when it comes to Research and Development. Our Mission: We want to build the most efficient and innovative ship for you – on time, within budget and “Made in Germany”. And we promise you that it will increase your profits and further strengthen your reputation. Why is that? Because, as far as we are concerned, the customer always is in our focus and satisfying the customer is the biggest incentive for every one of us. We listen to you from the very start, respond to your wishes and draft and develop your own optimal, tailor-made solution.


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In doing so, we simulate every feasible circumstance and procedure in ship operation – for example loading and unloading, port logistics, individual routes and a lot much more. From early in the planning stage, we take into account all the things that could possibly happen during later ship operation and out of the innumerable variables we offer you the most balanced solution. And we involve you in this as well: from the very first discussion you are a member of the big “FSG Family”. Our shipyard has earned a superb reputation over the years. Test us and challenge us! After all, we have nothing to lose but our world-wide reputation for excellence. This is what you can expect from us and our ships:

• The highest safety standards, which are also above the norm • Up to 30% lower fuel consumption • Outstanding operational behaviour • The best price-performance ratios • Guaranteed delivery within deadline and budget • Design and project development in close co-operation with yourselves

Our web site will tell you in detail what drives us and motivates us, why we want to be the best and what the strengths are that have made us world leaders in the RoRo sector. Take a look at our Products page and get some idea of our ships because we believe they speak for themselves. We have summarised here just what the specific advantages are of working with us. Because if you don’t know us already, then you will be amazed: nowhere else will you, as a customer with your own demands and desires, be as close to the centre of things as you are with us. Our own in-house Research and Development Department, staffed by more than 40 engineers, puts us in a position to be ahead of our time. As a result we can develop solutions for you which are not only state-of-the-art but which also meet the demands of the future. To better acquaint you with who we are, where we come from, how we build ships and with the fact that we have been around for almost 140 years, we have put together the salient points for you on our Company page. (http://www.fsg-ship.de/197-1-Mission.html) Meyer Werft (Papenburg) About us MEYER WERFT based in Papenburg was founded in 1795 and is in its seventh generation of family ownership. Bernard Meyer is the managing partner of the company. MEYER WERFT has achieved an excellent worldwide reputation in recent decades for constructing and building special-purpose ships. The company is especially well-known due to the construction of large, modern and sophisticated cruise ships. Over the years the shipyard has built 36 luxury liners for discerning customers from all over the world. But MEYER WERFT offers its customers even more: car and passenger ferries, RoRo ships as well as LPG tankers have successfully been built in Papenburg for decades. MEYER WERFT’s affiliated company, NEPTUN WERFT GmbH in Rostock, is building river cruise liners and supplements the offer. The construction of gas tankers rounds off the portfolio. Today MEYER WERFT has more than 3,000 employees and is one of the biggest employers in the region. The family-owned company also provides professional training for about 300 apprentices in twelve different professions. The workload will keep the company busy well into the year 2017.


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(http://www.meyerwerft.de/en/meyerwerft_de/werft/das_unternehmen/ueber_die_werft/das_unternehmen.jsp) Staff MEYER WERFT offers good job opportunities, especially to young people. Good vocational training is provided, and young talent may benefit from the longstanding experience of their colleagues. Profound knowledge, exchange of experience and teamwork ensure a high product quality and a permanently increasing productivity. MEYER WERFT employs a staff of about 3,100. The average age is 38. Most employees have been with the company for a long time, and many of them have family also working for MEYER WERFT. Hence, the shipyard has become one of the key employers in the region. In many cases several generations of a family are with the company so that most of them feel very closely associated with "their" shipyard. Following the terrorist attacks of 11 September 2001, MEYER WERFT made it through a very dry spell. There were no fresh cruise ship orders in sight, so that in early 2003 a redundancy wave during which some 500 employees had to be laid off, could not be avoided. (http://www.meyerwerft.de/en/meyerwerft_de/werft/das_unternehmen/belegschaft/belegschaft.jsp) Yard Facilities In 1975 the yard moved its premises to a location on the periphery of Papenburg. Here, cruise ships were built for the first time. As early as in 1986 the world-famous Homeric was launched. Today, she is last cruise ship that was classically launched. To be able to compete with other shipyards on an international scale, production engineering has been permanently improved. Among others, a covered building dock was built in 1987, the biggest one worldwide at that time, and was extended by 100 m in the early 1990s. To this day, the most demanding passenger- and cruise ships are created in these facilities. But MEYER WERFT’S development continues: In 2001 a second, even bigger covered building dock was decided. It was followed by new pre-fabrication halls. Above all else, ready for series production laser welding technology is used in these facilities. Meanwhile also the second building dock has been extended. Another 120 m were added so that the hall now has an overall length of 504 m. Nowadays MEYER WERFT's production premises count among the most modern ones in the shipbuilding industry. (http://www.meyerwerft.de/en/meyerwerft_de/werft/das_unternehmen/werftanlagen/werftanlagen.jsp) History Take a journey back in time and learn more about some of our historical ships. Each of those was a milestone in the company’s history. Triton When the young Joseph L. Meyer wanted to build iron ships, Papenburg’s inhabitants were skeptical. A local ship-owner threw a piece of iron into the water of the main channel, waited till it sank and asked: "You want to build a ship from this?" But Joseph L. Meyer had a goal in mind and against all critical voices he turned away from timber ships and devoted himself to building iron ships. The shipyard‘s first three iron ships were built in 1973, three so called ‘Kohlenprähmen’, which were delivered to Wilhelmshaven. One year later, under yard number 4, the first passenger steamer by MERYER WERFT was launched. It was delivered to the Norddeutschen Lloyd in Bremen.


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The ship, having a tonnage of 133 gt, had a length of 35,05 meters, a breadth of 5,52 meters and a draught of 2,87 meters. The Triton could operate at a speed of 9,5 knots due to a low-pressure machine (build by the company Meyer & Barth) that provided 300 Psi. The Triton had a crew of 9 and could transport up to 210 passengers. The Norddeutsche Lloyd employed the ship, as required, either as tugboat, tender or in seaside resort operations. The ship was handed over to the shipyard G. Seebeck in Geestemünde in January 1896 and was remodeled there to a sole steam tugboat. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/triton/triton.jsp) Prinz Heinrich Almost one hundred years ago MEYER WERFT was marked by the economic recession in the shipbuilding industry. These were years full of worries and concerns for the shipyard. Managing Director Joseph Lambert Meyer occupied his employers with the construction of the new boiler making plant in 1908 and1909. Nevertheless he also took in orders that hardly provided any profits. The construction of the double-screw passenger steamer with yard number S. 240, the Prinz Heinrich, took place during this time. It was commissioned by the Borkumer Kleinbahn & Dampfschifffahrts AG. Despite the difficult situation, the Prinz Heinrich was completed in 1909 and subsequently operated between Emden and Borkum. But this was just the beginning of her journey. During the world wars she operated as a supply vessel. The passenger steamer was renamed to “Hessen” in 1953 and was restructured as a motor ship five years later by the shipyard AG-Ems. After some years in service, she was sold to Lübeck in 1970 to function as a museum-ship in the course of an overseas exhibition and was renamed to “Mississippi” and was eventually sold to Warnemünde. It was only in 2003 that the newly founded association “Traditionsschiff Prinz Heinrich e.V.” ensured her return to her home region. Only one year later, the State Office for the Preservation of Monuments in Hannover recognized the Print Heinrich as a ‘movable monument on the water’. In addition she was designated as the last contemporary witness of the German Empire Era and as the last German cargo-, post- and passenger steamer, which has to be preserved by all means. In the end of January 2008 the Prinz Heinrich was restored in such a way that she could be launched in the Leeraner port. To this day volunteers are working on the restoration of the ship. In spring 2012 the steam engines were once more reinstated. By now, this traditional ship advances its completion with big steps. Once completed, the ship is to travel again, operating on its traditional route between the island Borkum and the Dutch Delfzijl. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/prinz_heinrich/prinz_heinrich.jsp) Graf Goetzen Today it is hard to believe what MEYER WERFT accomplished in 1913: packed up in hundreds of crates the passenger steamer Graf Goetzen set off on a journey from Papenburg to Daressalam, right across Tanzania to Lake Tanganyika, in the middle of East Africa. At first sight the world seemed to be alright in 1913. The economy was flourishing, the Kaiser's daughter, Viktoria Luise, was getting married and German citizens were still setting off to seek their fortunes in the African colonies. These territories had only been German protectorates since 1884, but in 1913 they were already the cause of a diplomatic dispute between England and the German Empire. The strength of the German naval fleet was increased, ostensibly to protect the colonial troops. The Kaiser ignored the protests from the English. Few people would have guessed that within one year the entire world would be at war.


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In Papenburg too, life ran its normal course in 1913. Another order received by MEYER WERFT from the colonial division of the German Foreign Office was assigned the Yard Number 300. The newbuilding was to be called Graf Goetzen and was intended to carry passengers on Lake Tanganyika in East Africa. MEYER WERFT had already earned itself a reputation in building ships with a particularly low draught specifically developed for the African rivers which were often very shallow. In order to transport the Graf Goetzen to Africa the Papenburg shipbuilders had come up with an unusual scheme. The ship was first assembled in a trial run in Papenburg and then dismantled again into hundreds of individual parts, to be packed in watertight crates and shipped to East Africa. From the port of Daressalam the journey continued overland right across East Africa to Lake Tanganyika. The same journey also faced a team of men from Papenburg: MEYER WERFT sent a group of fitters and master shipbuilders to Lake Tanganyika to assemble the ship on site. The Papenburg shipbuilders achieved what seemed virtually impossible both technically and logistically at that time: in spite of many adverse circumstances - including the absence of the deck screws and the lack of skilled labor - the men under Master Rüter managed to assemble the ship. But then World War I broke out, and in 1917 British troops advanced on Lake Tanganyika. To prevent the Graf Goetzen from falling into their hands the Papenburg shipbuilders had to scupper the ship - first, however, they carefully greased all the machinery. The Germans were later captured and interned in a prison camp until 1920. Thanks to the men's foresight the Graf Goetzen was scarcely damaged. After the war it was raised and put back into service under the name of Liemba. In 1951 the ship became famous overnight: along with Katherine Hepburn and Humphrey Bogart the Graf Goetzen stars in the film "African Queen", where the peaceful passenger steamer plays the part of the gunboat Luisa which - like all things evil - is doomed in the end to sink. But only in the movies. In real life the ship was completely overhauled just a few years ago. Everyone on Lake Tanganyika knows the Liemba, because the former Graf Goetzen still ploughs to and fro, even today. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/graf_goetzen/graf_goetzen.jsp) Durrazo 72.9 meters long, 10.45 meters wide, the cargo steamer DURAZZO was the largest ship to leave Papenburg until 1951. After the First World War, things only moved ahead gradually in the young German republic. So there was a sense of relief at MEYER WERFT when, in 1921, the order for a cargo steamer was received from a German ship owner - a veritable giant with its length of 72.9 meters. The shipyard managed to complete the Durazzo on schedule, but during the months of its construction Franz Joseph Meyer scarcely had a moment's rest. Due to the very short building time all available hands on the shipyard had to assist first in the riveting and later in the painting. Even so, the 1468 GRT steamer was handed over punctually to the Hamburg-Amerika-Linie. MEYER WERFT, too, was hit hard by the great world economic crisis at the end of the Twenties. In order to save the company, Franz Joseph Meyer once again concentrated on the construction of smaller, special-purpose vessels. With this he succeeded in steering the shipyard through the difficult times. He himself did not live to see his sons, Joseph-Franz and Godfried, expand the company after the Second World War to gain international renown. Up until the death of Franz Joseph Meyer in 1951 the Durazzo remained the largest ship ever to leave Papenburg. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/durazzo/durazzo.jsp) Inspection-ship Ems The inspection ship Ems was built at MEYER WERFT in 1934 to replace the steamer of the Water and Shipping Directorate Northwest in Aurich, which was wrecked in 1934. The "Ems" has an overall length of 36 meters and a breadth of 5.75 meters, and reaches a speed of 10 knots. Moreover it is one of the last ships that have a riveted hull.


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From 1959 on, the ship was reconstructed step by step: At first, the wheelhouse, made of wood at that time, was restored by one made of aluminum. In 1960 conversion of the forward crew quarters began. The main engines were replaced and the engine room was sound-insulated. In 1967 the steering gear was replaced by an electric-hydraulic system. Both the main deck and the riveted underwater forecastle underwent complete overhaul. To this day the Ems is one of the oldest ships still in service, operated by the Water and Shipping Authority in Emden: Among her tasks are inspection-, control- and escort trips, courier- and supply trips to the seamarks and water levels as well as the supervision of river- and waterway police tasks and supply trips to federally owned facilities. Her operating areas are the coastal waters off the Dutch-German coast up the river Weser estuary. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/inspektionsschiff_ems/inspektionsschiff_ems.jsp) Lightship Elbe 1 Sometimes fate badly afflicts to ships as well. The lightship Elbe 1 was keel-laid, built, sunken, lifted and finally delivered – after nine years. In early 1939, MEYER WERFT was contracted to build three lightships: The waterway authorities ordered the Elbe 1 and the Borkumriff, the marine ordered the lightship Außenjade. With the beginning of World War Two, the National Socialists stopped civil shipbuilding orders. The plans for two lightships vanished into a bottom drawer for a time; only the construction of the Elbe 1 was slowly continued. Only an elderly shipbuilder and an apprentice could continue to build the ship after her launch. In 1942, the lightship was completed, except for the interior design, and waited for better times to come at the shipyard’s harbor. When troops approached Papenburg in 1945 during the last weeks of the war, shipyard workers sank the ship in order to protect her from the bombing of the Allies. The ship was lifted in summer 1945. Initially there was no way to continue its construction. There were simply no tools, materials or electricity. Only in the end of 1945 50 people started working at the shipyard again. Since there were no means of transport, repair orders had priority. In 1948 the Elbe 1 finally faced her completion. This turned out to be a stroke of luck for MEYER WERFT and for the whole shipping industry in Papenburg: Since the Elbe 1 was financed by local funds, the authorities supported the idea of actually delivering the ship. However, this was only possible, if the railroad bridges in Papenburg and Weener, destroyed during the war, were to be rebuilt as bascule bridges. Thanks to the Elbe 1 exactly this happened. The problem regarding the passage under the bridge was solved. MEYER WERFT now mainly had to deal with day-to-day problems of the post-war period. Though the workers succeeded in repairing the mechanical equipment of the lightship, which was also sunken 1945, everything else was lacking. The shipyard managed to procure the timber needed for the interior fittings for a shipment of coals from their stocks. But where was the paint for the coat supposed to come from? Joseph-Franz Meyer indeed managed to provide buckets with red, green and white lacquer. But then the unthinkable happened: Because the railway staff was careless shunting the freight cars, a wagon derailed. Instead of having all the colors needed for the ships’ paint, only a huge color stain remained at the railway station. Due to the currency reform in 1948, overnight all needed goods, including paint, could once more be bought. Thus, the Elbe 1 could be completed within three months and be transported to the desired position at the mouth of the Elbe – 9 years after the initial keel-laying. There she was anchoring and fulfilled her mission, helping other ships to navigate. In 1988 a 172 years long career ended for all lightships that were at the mouth of the Elbe at Cuxhaven: Also the Elbe 1 ended her career as an active lightship and was handed over to the WSA Cuxhaven. Only one year later, the Förderverein Cuxhaven adopted her; later on she was used as a museum-lightship. Her final adoption took place in


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2002 by the Feuerschiff-Verein ELBE of 2001 e.V. Cuxhaven. In contrast to a lot of other museum ships, the Elbe 1 is able to journey to maritime events in other ports. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/feuerschiff_elbe_1/elbe.jsp) Mauritius The Mauritius marked the breakthrough. The combined cargo and passenger ship, delivered in 1955, brought international reputation for MEYER WERFT Papenburg. It all started with an unusual phone call in 1954: could someone from MEYER WERFT come over to Lingen quickly to meet a ship owner? The gentleman wanted to order a motor freighter but had to return to Amsterdam the same evening. Only a few hours later Joseph-Franz Meyer and Karl Blohm, the head of the naval engineering department at the time, were on their way. In Lingen they met a Mr. Taylor from the island of Mauritius, along with a Mr. Sorgo from London. The two of them had heard that Meyer Papenburg had designed a ship, in the shape of the freighter Kurt Arlt that was performing well in service. But in the course of the discussion it soon became clear that the two ship owners were not after a pure cargo ship. What they had in mind was a multi-purpose ship that could carry all manner of livestock and general cargo in addition to first and second class passengers. The ship was to operate between Ceylon, Mauritius, Madagascar and South Africa. Since the freighter already developed by Meyer was to serve as the basis, the two sides soon reached an agreement. Within four hours Mr. Taylor had decided to travel to Papenburg. Over the next four days a lot of hard work was done and in the end a plan for the new ship had been drawn up which satisfied all parties involved. Just one week later the contract was signed in London. For MEYER WERFT the Mauritius was the key to new markets. With the combined cargo and passenger ship the Papenburg shipbuilders became known in Great Britain - and not only there. The next clients were to include shipping companies tram Burma, Denmark, Indonesia, Norway and Pakistan. The road was clear for MEYER WERFT to rise to become a modern, internationally renowned shipyard. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/mauritius/mauritius.jsp) Homeric MEYER WERFT was already well known for constructing spectacular new ships, but in April 1984 the shipyard dared the seemingly impossible: The company announced the construction of a cruise liners that would be larger than the German Europa, having a tonnage of 42.000 gt. Even during the record construction time of only two years, the Homeric was good for a lot of legends. There is for example the rumor that an employee of the contracted shipping company first took a glance at the sea lock in disbelieve and then at the new ship. The man demonstrated humor: "I think you’ll have a really nice hotel here.", he is reported to have said. His skepticism was entirely understandable. When the luxury liner laid keel, there only was a 26 meters wide lock. Having 29 meters, the Homeric was to be exactly three meters wider. However, the problem regarding the lock was already solved at this time. The city did already work on a new dock lock that should enable ships having an overall length of up to 40 meters and a draught of 7,30 meters to get out of the Papenburg harbor. The new plant was put into operation in 1985. The real problems of this contract were invisible for laymen, because the construction of such a huge cruise ship was primarily a technical master stroke. To name only one example: Up to the construction of the by far biggest roofed building dock, ships in Papenburg were launched sideways. No shipyard in the whole world did ever try to launch a passenger ship the size of the Homeric sideways.


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On the day of the launching the new construction with yard number 610 was still about forty meters away from the edge of the harbor basin. By means of a cleverly devised system of hydraulic presses the colossus of 16.000 tons was heaved towards the water centimeter by centimeter. On September 28th 1985 there was a great festival mood all around the shipyard. Nobody wanted to miss the event of the century and the Homeric did seem to know what she owed to Papenburg. At 11.30 o’clock sharp the commando was given: "Clip!". Axe hits rode the air and only a few seconds later the giant ships sided majestically into the water. In the following months, MEYER WERFT worked at full speed. The cruise liner could start its test run in the North Sea already in the end of December 1985. On Mai 5th 1986 the Homeric left the shipyard and headed towards New York. (http://www.meyerwerft.de/en/meyerwerft_de/werft/unternehmensgeschichte/homeric_1/homeric.jsp) Mission In order to achieve ambitious goals together, MEYER WERFT has been focusing on solidarity and togetherness for over 200 years. Therefore values like humanity, cooperation and solidarity are of utmost importance for us as an employer. We have stated these values in our company principles many years ago, because we want our employees to approach their tasks in a committed and motivated way and want them to implement and further develop their ideas. A company can only be successful in the long term, if the staff identifies with the company. We have recognized this and are providing our employees with an orientation framework, due to our company principles and goals. Because a company without goals is like a ship without a compass. We clearly demonstrate what goals be want to achieve. Thereby it is very important to us that all employees are involved enthusiastically and are having fun when goals and visions are achieved and implemented. Appreciation and recognition for the work are just as important as quality and performance. In order to continue to successfully construct cruise ships for worldwide customers, MEYER WERFT always tries to support the employees’ initiative and motivation. (http://www.meyerwerft.de/en/meyerwerft_de/jobs/ueber_uns_1/unser_leitbild/unser_leitbild.jsp) Schichau Seebeck Shipyard GmbH (Berlin: SUW.BE) About us SSW Schichau Seebeck Shipyard GmbH looks back on a 125 year old tradition in shipbuilding. The company has its seat in Bremerhaven, Germany on the German North Sea coast at the mouth of the Weser. Our business premises, with shipyard, are alongside water that is deep enough for seagoing vessels. The site has a lock so that it is independent of tides and is also protected against flooding. SSW specialises in building ferries, roll-on/roll-off ships and cruise liners as well as container and special purpose ships. Our service spectrum ranges from the submission of tenders for project work, planning, construction and design up to the production and completion of shipbuilding orders. We have modern production plants and a highly trained, experienced and very motivated team of abt. 380 employees. You will find a competent person in our company for every problem. (http://www.schichau-seebeck-shipyard.com/content/articles/000000/000030.htm) Yard Facilities SSW GmbH's operational premises are situated on the outskirts of the fishing port of Bremerhaven, Germany and cover an area of around 186,200 square meters. The production facilities are arranged in a logistically orientated


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manner, i.e. the production process is organised in such a way that the internal transport routes are kept short so that the principles governing a compact shipyard can be realised. Ships of up to 210 meters in length and 30 meters in width can be produced on our shipyard. Ship sections can be cut to size and pre-assembled in our shipbuilding halls, which are in the immediate vicinity of our assembly areas. Our Outfitting and Logistics Center accommodate all facilities for the planning, implementation and completion of new projects. The Management offices are also situated here. In addition, we have all of the requisite workshops and technical resources (cranes, transport vehicles etc.) of an efficient, modern shipyard. (http://www.schichau-seebeck-shipyard.com/content/articles/000000/000031.htm) Staff and Department SSW has a permanent workforce of abt. 380 employees. All of our employees have been highly trained for their respective tasks, as a rule training for many years in their special fields.

SSW GmbH's construction organisation is orientated towards projects, distinguished, among other things, by its project management. The project management monitors progress made during the construction of a new ship and coordinates customer service during the building phase.

Teams carry out the assembly; work is no longer organized according to occupational groups but according to the subproducts of the ship. Teams for each respective task are made up of different specialists.

(http://www.schichau-seebeck-shipyard.com/content/articles/000000/000032.htm)

History

Where does the abbreviation SSW come from and what does it stand for?

"SSW Schichau Seebeck Shipyard GmbH" comes from the shipbuilding enterprise Schichau Seebeckwerft AG of Bremerhaven.

The origin of the yards, for which the double "S" in our company name stands, are "Schichau" and "Seebeck", two very traditional shipbuilding businesses which have left their mark on Bremerhaven as a shipbuilding site, and "W" stands for "Werft" meaning shipyard. The Seebeck shipyard, founded in 1876, developed from a small, metal-processing business in the heart of Bremerhaven into one of the leading shipbuilding companies in the region (Seebeckwerft AG) where some technical innovations of worldwide importance to shipping have been developed. The company moved to its present location in 1910.

The machine- and shipbuilding company Schichau (founded 1837) was initially active in Elbing on the Baltic Sea area and moved to Bremerhaven for a fresh start at the end of the Second World War. The company Schichau Unterweser AG was formed in 1972 together with the shipyard Unterweser AG.

Seebeckwerft AG and Schichau Unterweser AG merged to become Schichau Seebeckwerft AG in 1988.

(http://www.schichau-seebeck-shipyard.com/content/articles/000000/000033.html)


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Shipbuilding

Overview

SSW is the right contact for you for initial design, basic design as well as workshop drawings based on 3-D modelling software and the construction of every type of vessels up to a size of 210 meters in length and 30 meters in width. Our flexibility is our strength when specific problems have to be solved and special requests fulfilled. Our qualified staff work with the aim to design and build ships for our customers that meet their exact requirements and the market standards. Ferries, container ships, cruise liners and special purpose ships of the highest technical niveau. This is where you will find detailed information and selected examples from our production programme. (http://www.schichau-seebeck-shipyard.com/content/articles/000000/000040.htm) ThyssenKrupp Marine Systems GmbH (TKA: Xetra) About Us ThyssenKrupp Marine Systems GmbH is one of the leading European system providers for non-nuclear submarines and high-end naval vessels. The company stands for marine competence, innovative technologies and comprehensive and reliable service. ThyssenKrupp Marine Systems GmbH with premises in Kiel, Hamburg and Emden is part of Business Area Industrial Solutions of the ThyssenKrupp group.

A new nameplate for two internationally renowned shipbuilding companies with a long tradition but for whom the future clearly lies ahead. Since the merger of

• Howaldtswerke-Deutsche Werft GmbH • Blohm&Voss Naval GmbH and

in January 2013, ThyssenKrupp Marine Systems GmbH stands for more than 300 years of accumulated cutting edge technology and art of engineering "Made in Germany". In order to stay abreast of the long tradition and success, the new umbrella preserves former company names in the designation of its business units and brands for the naval surface and submarine products.

ThyssenKrupp Marine Systems GmbH comprises the three business units HDW (submarines), Blohm&Voss Naval (naval surface vessels) and Services. Furthermore, the Swedish shipyard ThyssenKrupp Marine Systems AB (submarines and naval surface vessels) is managed from Germany by ThyssenKrupp Marine Systems GmbH as a fourth business unit.

Today this naval systems house is a powerful, specialised global player exclusively acting in the naval shipbuilding field and possessing outstanding expertise in system integration and in the prime contractor role. More than 3,700 highly qualified and motivated employees in Germany and Sweden are passionate about the customer-oriented advancement of submarine and naval surface vessel technology. For naval assets to be built in the own premises or in selected shipyards worldwide.

The ThyssenKrupp Group

Based on outstanding shipbuilding competencies, ThyssenKrupp has 150,000 employees in over 80 countries working with passion and expertise to develop solutions for sustainable progress. Their skills and commitment are the basis of our success. Innovations and technical progress are key factors in managing global growth and using finite resources in a sustainable way. With our engineering expertise in the Business Areas Components Technology,


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Elevator Technology, Industrial Solutions, Materials Services und Steel Europe, we enable our customers to gain an edge in the global market and manufacture innovative products in a cost and resource efficient way.

(https://www.thyssenkrupp-marinesystems.com/en/company_2.html)

Portfolio

Thanks to its technological competence and power of innovation, ThyssenKrupp Marine Systems is one of the leading players and system houses in maritime industry.

ThyssenKrupp Marine Systems is the undisputed world market leader when it comes to non-nuclear submarines. Its HDW Class 209 has been the world's most successful type of conventional submarines after the Second World War. A technological quantum leap was made with the boats of the HDW Class 212A for the German and Italian Navies as well as the HDW Class 214 submarines. Both classes are equipped with the revolutionary air-independent HDW fuel cell propulsion system.

The strong position of ThyssenKrupp Marine Systems in naval surface shipbuilding is underlined by the variety of frigates and corvettes that have been delivered to the Geman and international navies. One of the cornerstones for the success is the Blohm&Voss MEKO®-concept. International recognition has been achieved by the Blohm&Voss MEKO® A-200 frigates with its outstanding stealth features. Besides, ThyssenKrupp

Marine Systems is reliable partner for comprehensive support after the commissioning of naval units. The scope of services comprises the procurement of spare parts, execution of infrastructure related support and modernisation programmes.

(https://www.thyssenkrupp-marinesystems.com/en/portfolio.html)

Products & Services

ThyssenKrupp Marine Systems GmbH with its business units HDW (Kiel), Blohm & Voss Naval (Hamburg and Emden) and Services (Kiel and Hamburg) has a long tradition of shipbuilding stretching back to the 19th century.

The company is among the leaders in providing global system engineering for submarines and naval surface vessels. Its experience and competence is further amply demonstrated in the fields of ship repair and modernisation as well as the development and integration of components.

More than 2,500 employees in Germany are proud to play an active part in the diverse challenges of developing and building ultra-modern submarines and naval surface vessels for customers all over the world.

(https://www.thyssenkrupp-marinesystems.com/en/products-services.html)

Submarines

Each a class of its own – the successful submarines

Virtually no shipyard the world over has more experience in the design and construction of non-nuclear submarines than ThyssenKrupp Marine systems. The company partners the German Navy and has also delivered submarines for coastal and blue water deployment to the navies of 17 other countries.

Decades of experience as well as continuously introduced innovative ideas and concepts are the basis for the success of the submarine shipyard based in Kiel. Like the HDW Class 209, which can be found in every ocean in the


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world. No other class of submarine has been built more often since World War II. Now the HDW Class 212A and 214 submarines have entered new dimensions.

Ever since there have been submarines, the goal has been to extend their diving time. With air-independent propulsion systems, this has become possible for non-nuclear boats. These propulsion systems increase the underwater range significantly and thus reduce the risk of discovery. In Kiel an air-independent propulsion system has been simultaneously developed and deployed - the HDW fuel cell plant. Besides new submarines, serving boats can also be retrofitted with this system.

HDW Class 212A and 214 submarines were the first in the world to undertake seriously long dives independent of external air sources, equipped with a high-performance fuel cell propulsion system.

(https://www.thyssenkrupp-marinesystems.com/en/submarines.html)

Services

The impressive track record set by ThyssenKrupp Marine Systems hundreds of delivered warships and submarines necessitates innovation at benchmarking standardas butted to the goal to attain highest levels of customer satisfaction. As a reliable partner, they provide the fully array of services for entire vessel life cycles and beyond.

Increased budgetary pressures, extended life spans, the maintenance of sophisticated equipment as well as the implementation of new technologies pose complex challenges for which ThyssenKrupp Marine Systems furnishes customers with tailor-made solutions.

Long-standing experience and accured know-how ensure service proficiency - whether it be for the procurement of spare parts, engineering advice, surveys, or for setting up a midlife modernisation programme. ThyssenKrupp Marine Systems provides comprehensive support - in time, on budget, worldwide. Furthermore, it offers the unique expertise for infrastructure related services required to operate own maintenance sites, facilities, procedures, machines and tools.

(https://www.thyssenkrupp-marinesystems.com/en/services-2.html)

Week ending 28th September 2013 Industry SnapShots - Asia

Sector Coverage

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China Information Technology

China Biotechnology

China Banking

India Information Technology

India Banking

Australia Vanadium

Brazil Banking

US Pharmaceutical

German Automotive

German Shipbuilding

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