Yards Moving Forward - GL Group
Yards Moving Forward - GL Group Yards Moving Forward - GL Group
YARDS MOVING FORWARD But Saacke is just one example amongst many. In total, the German supply industry is made up of about 400 companies with some 70,000 employees and an annual turnover of over 9 billion euros. Judging by sales, the German shipbuilding suppliers are in second place behind Japan, but number one when calculated by exports. According to statistics provided by the German Engineering Federation (VDMA), more than half of all companies are expecting a continued increase in orders received for 2006, both at home and abroad. One of the leaders is the propeller manufacturer Mecklenburger Metallguss GmbH (MMG), who claims a world market share of over 25 percent. The company has initiated its ninth investment programme since German reunification and for this year announced the extension of the production hall in the town of Waren as well as the procurement of a new CNC milling machine. Relocating the factory overseas would be out of the question for these staunch “Meckenburgers”. They simply do not need to. Their know-how, especially in the manufacture of large propellers weighing more than 100 tonnes, is unrivalled to such a degree that they also supply yards in Korea and China who have their own propeller production capacities. Quite a different path has been taken by the major makers of marine engines. Companies like MAN B&W have the greater portion of their engines produced under licence in Asia. “Corporate partnerships play the biggest role for us in granting licences. This approach is tried and tested, and we will hold that course,” explains Prof. Dr. Wolfram Lausch, Senior Vice President of the Marine Division at MAN B&W Diesel. He sums up the strategy of the group as follows: “Through unceasing advancements aimed at meeting the needs of the market, we intend to maintain such a technological lead that newcomers will, after careful examination, come to the conclusion that it would be better to ask for a licence than to reinvent the wheel.” Current efforts are directed primarily at the development of 22 nonstop 3/2006 Prof. Dr. Wolfram Lausch, Senior Vice President of the Marine Division at MAN B&W Diesel “The market generated by Germany is the largest for us” engines with lower and lower emissions. For instance, the new L/V32/44CR for the four-stroke sector will be premiered at the forthcoming SMM exhibition. According to the company, this is the first medium-speed HFO four-stroke engine which is offered exclusively with the common rail technology – to be available from mid-2008. Electronic fuel injection makes for increased reliability, lower consumption and reduced emissions by marine diesels. Lausch regards the German market as being “extremely important, especially for our two-stroke engines”. Over the past one and a half years, German yards have purchased over 1100 MW of engine output from the company, corresponding to 84 percent of the entire market volume in the country. If orders from German shipping companies for foreign shipbuilding projects are included, “then the market generated by Germany is by far the largest for our company,” Lausch declares. ■ MPH PHOTO: MAN B&W DIESEL PHOTO: MICHAEL HOLLMANN
Closeness to the Yards is What role does Germany, as a shipbuilding location, play for the German shipping companies? In the past few years, the number of ships delivered by German yards to German shipping companies has increased once again. In 2005, this proportion made up more than half of all newbuilding deliveries. We expect that this trend will continue in the forthcoming years and that more than 50 percent of the ships built in Germany will still go to German shipping companies. Over and above that, Germany is of great significance as a location for the maritime supply industries. Up to 70 percent of the acquisition costs of a ship have to be ascribed to the supplied goods and services. Here Germany occupies a leading position, regardless of where the ships are actually being built. Understandably enough, the shipping companies are interested in retaining their closeness to this important sector. Why, in your view, do domestic shipowners still order vessels in Germany at all, when the competitors in Korea and China can offer their ships at much lower prices? It is particularly in boom times that the German yards can offer time slots for delivery that are very attractive. On the whole, however, it is a conglomeration of various arguments that decides where each individual order is placed. Within the scope of the National Maritime Conference, German shipping companies and yards are making a case YARDS MOVING FORWARD · INTERVIEW Important for German Owners A Brief Interview with Dr. Hans-Heinrich Nöll, President of the German Shipowners’ Association (VDR) Dr. Hans-Heinrich Nöll, President of the German Shipowners’ Association (VDR) “Shipping companies and yards pull together” for better locational conditions. What common interests are being pursued by these two groups? The shipping companies and yards are both interested in having the entire maritime industry pulling together for the location promotion policy. This applies regardless of the fact that the shipbuilding industry is completely subject to domestic production conditions, whilst the shipping companies acting globally can act under foreign business conditions. A healthy and flourishing domestic industry will benefit both sectors. ■ MPH nonstop 3/2006 23 PHOTO: VDR JOHNS PHOTO: HASENPUSCH
- Page 1: The Magazine for Customers and Busi
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- Page 6 and 7: NEWS Dr. Hermann J. Klein in conver
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- Page 16 and 17: For a long time, it seemed as thoug
- Page 18 and 19: Competitive Research The formation
- Page 20 and 21: Almost Every Ship is Partially 20 n
- Page 24 and 25: “Home Please, James!” Modular f
- Page 26 and 27: Look before You Leap - First a Mark
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- Page 30 and 31: Drills, Drills, Drills! As early as
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- Page 39 and 40: PHOTO: By courtesy of the US Coast
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- Page 43 and 44: Hard work - Karsten Hagenah busy wi
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- Page 47 and 48: what a classification society actua
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- Page 61 and 62: Dr. Manfred Feyer is in charge of t
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- Page 65 and 66: Halley also noticed that the winds
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YARDS MOVING FORWARD<br />
But Saacke is just one example amongst many. In total, the<br />
German supply industry is made up of about 400 companies<br />
with some 70,000 employees and an annual turnover of over 9<br />
billion euros. Judging by sales, the German shipbuilding suppliers<br />
are in second place behind Japan, but number one<br />
when calculated by exports. According to statistics provided<br />
by the German Engineering Federation (VDMA), more than<br />
half of all companies are expecting a continued increase in<br />
orders received for 2006, both at home and abroad. One of the<br />
leaders is the propeller manufacturer Mecklenburger<br />
Metallguss GmbH (MMG), who claims a world market share<br />
of over 25 percent. The company has initiated its ninth investment<br />
programme since German reunification and for this<br />
year announced the extension of the production hall in the<br />
town of Waren as well as the procurement of a new CNC<br />
milling machine. Relocating the factory overseas would be<br />
out of the question for these staunch “Meckenburgers”. They<br />
simply do not need to. Their know-how, especially in the<br />
manufacture of large propellers weighing more than 100<br />
tonnes, is unrivalled to such a degree that they also supply<br />
yards in Korea and China who have their own propeller production<br />
capacities.<br />
Quite a different path has been taken by the major makers<br />
of marine engines. Companies like MAN B&W have the greater<br />
portion of their engines produced under licence in Asia.<br />
“Corporate partnerships play the biggest role for us in granting<br />
licences. This approach is tried and tested, and we will hold<br />
that course,” explains Prof. Dr. Wolfram Lausch, Senior Vice<br />
President of the Marine Division at MAN B&W Diesel. He sums<br />
up the strategy of the group as follows: “Through unceasing<br />
advancements aimed at meeting the needs of the market, we<br />
intend to maintain such a technological lead that newcomers<br />
will, after careful examination, come to the conclusion that it<br />
would be better to ask for a licence than to reinvent the wheel.”<br />
Current efforts are directed primarily at the development of<br />
22 nonstop 3/2006<br />
Prof. Dr. Wolfram Lausch,<br />
Senior Vice President of<br />
the Marine Division at<br />
MAN B&W Diesel<br />
“The market<br />
generated by<br />
Germany is the<br />
largest for us”<br />
engines with lower and lower emissions. For instance, the<br />
new L/V32/44CR for the four-stroke sector will be premiered<br />
at the forthcoming SMM exhibition. According to the company,<br />
this is the first medium-speed HFO four-stroke engine<br />
which is offered exclusively with the common rail technology<br />
– to be available from mid-2008. Electronic fuel injection<br />
makes for increased reliability, lower consumption and<br />
reduced emissions by marine diesels.<br />
Lausch regards the German market as being “extremely<br />
important, especially for our two-stroke engines”. Over the<br />
past one and a half years, German yards have purchased over<br />
1100 MW of engine output from the company, corresponding<br />
to 84 percent of the entire market volume in the country. If<br />
orders from German shipping companies for foreign shipbuilding<br />
projects are included, “then the market generated<br />
by Germany is by far the largest for our company,” Lausch<br />
declares. ■ MPH<br />
PHOTO: MAN B&W DIESEL<br />
PHOTO: MICHAEL HOLLMANN
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