Download PDF - Lloyd Werft Bremerhaven

Engineering NewBuilding Conversion Repair Offshore Yachts 

edition 

Norshipping 

Oslo 2013 

Lloyd Werft Bremerhaven AG 

Special vessels 

for New offshore challenges 

BILDRECHTEHINWEIS 

We have always built, repaired or converted ships. 

Very often they were expensive jobs for the specialists. 

But the demands placed on modern shipyards have 

changed and our specialisation has developed a new 

kind of dynamism. It has allowed us to become experts 

who understand offshore in the broadest sense of the 

word: wind power, the revitalisation of oil and gas reserves 

at great depths or the laying of pipes and cables 

on the sea bed. Highly specialised knowledge and skills 

are always in demand in specialised shipbuilding – and 

they are the expertise on which the Lloyd Werft of the 

future will rely. » More on Page 4 

The Kaiserhafen in Bremerhaven – which 

has been our home since 1899 – looks 

nothing like it did then. The offshore wind 

power industry has meanwhile reshaped 

large land and sea areas in the port. Lloyd 

Werft Bremerhaven AG and its subsidiary 

company Lloyd Offshore Bremerhaven 

GmbH are increasingly becoming an 

important part of this specialised shipbuilding 

and components industry and our 

prospects are long-term. We are building 

and repairing, providing services and acting 

as a reservoir of creativity for future assignments. 

The installation vessels “Victoria 

Mathias” and “Friedrich Ernestine” 

(photo right) are good examples of one 

way forward – one which is not new for us. 

» More on Page 4 and Page 5 

SHIPS World kaiserhafen 

We have plenty of Space for you 

Two big dry docks and four floating docks, more than 250,000 m 2 of yard area 

with efficient workshops for shipbuilding and an internationally-proven crew 

of specialists to master complex, innovative and creative challenges. That’s 

Lloyd Werft Bremerhaven AG. » More on Page 3 

WHAT TO DO 

WITH THE BALLAST WATER? 

The latest international IMO regulations are clear: ballast water on board 

has to be safe for the environment. So what is to be done? Lloyd Werft has 

analysed dozens of different systems and manufacturers and concluded 

we can do it better: tailor-made and according to ship type and size. Because 

we know ships. » More on Page 6 

GOODBYE EMISSIONS 

The environment does not like 

sulphur and nitrogen in the air. 

Neither do passengers on cruise 

liners. That’s why restrictions on 

emissions from ship funnels are 

getting ever more stringent. We 

have studied this problem and 

can deliver successful on-board 

know-how. » More on Page 6 

1

Class + CertificatEs 

UNDER FULL 

SAIL 

You have a problem on 

board? But you don’t want 

to call into a yard? That’s no 

problem for us. We come to 

you. Our teams of specialists 

are used to that. They 

also know all about engines, 

tanks, piping systems and 

about building ships. You 

carry on with your job at sea 

and we will take care of your 

problem. It’s called the “noworries 

package” from Lloyd 

Werft and we have been 

making it available for many 

years across nearly all the 

seas of the world 

Germanischer Lloyd, Norske Veritas, Lloyds Register, Bureau 

Veritas, ABS, RINA. The biggest classification societies are well 

known to us. Their standards are an integral part of our daily 

business – uncomplicated, friendly, precise and carried out by our 

own experienced conversion and repair experts. Because safety on 

board is our top priority. 

Ready in good Time 

Fred Olsen sends “Braemar” and “Balmoral” to Lloyd Werft for the first time. 

And “Saga Ruby” recalls the days of TV’s love boats. 

WILL THERE BE 

ANYTHING ELSE? 

What would you like? A ship 

that is longer, bigger, or 

more efficient? Is she too 

big for a new route and need 

shortening? Lengthening 

(and also shortening) of 

ships is one of Lloyd Werft’s 

globally respected specialities. 

At one time for example 

we lengthened the “Stena 

Hollandica” by 51.75 metres, 

making her the biggest RoRo 

passenger ship of her day in 

the world. We also lengthened 

the “Pride of America” 

and shortened Stena’s “Blue 

Putties” and “Highlander”. In 

record time. It’s what we do! 

2 

The yard which took care of North German Lloyd’s biggest, fastest 

and most elegant passenger steamers in the world 100 years ago 

also has a special reputation to live up to today as the shipyard for 

the most modern cruise ships of our day. Our customers know that 

Lloyd Werft is simply the best when it is a question of complex repairs 

or, above all, conversion of cruise ships. The list of star callers 

is long. And it is growing all the time. 

Now for the first time Fred Olsen Cruise Lines have brought their 

two liners “Braemar” (196 m long, 24,344 GT) and “Balmoral” (217 m 

long, 43,537 GT ) to Lloyd Werft. In just ten and eight days respectively, 

we did what makes up a good part of our reputation. On the 

docket was a complete class certificate technical programme: dry 

docking, pipe-work, stabiliser overhaul, deck steelworks, painting. 

Extra work on “Balmoral” covered the installation of a ship catwalk, 

replacement of bearings on the main engine, renewal of piping, 

and the dismantling and re-assembly of the double rudder plant. 

“Saga Ruby” (191 m long, 24,492 GT) of the Saga Shipping Corp. was 

also in a hurry. Class work, comprehensive pipe work, pump, valve 

and fire-fighting plant work, steel repairs, generator replacement 

and tank cleaning were all carried out. The former “Caronia”, which 

created the TV Love Boat series as “Vistafjord” almost 40 years ago, 

left after three weeks, bound for England. 

Teamwork. This is a prerequisite for success in a shipyard which 

specialises in complex and demanding short-deadline performance. 

Even before a ship reaches Lloyd Werft the project man agers have 

already defined interface points with their experts, placed orders 

and optimised working processes. There is no little chance of there 

being any surprises on board. Making sure of that is the project 

man agement team comprising its chief Sven May, senior project 

manager Carl Ratjen and the head of the project department Rolf 

Ludemann with a team of 20 experts. 

More than 155 

YEARS EXPERIENCE 

When our yard was created 

156 years ago big passenger 

and cargo steamers of our 

own shipping company North 

German Lloyd (NDL) dominated 

the scene. Our reputation 

stems from this time, but 

above all so does our passion 

for and experience with 

ships. The legendary North 

German Lloyd no longer 

exists but our capabilities 

have grown out of it and been 

tested on countless ships on 

nearly all the oceans of the 

world. Lloyd Werft Bremerhaven 

is a brand built on 

trust, capability and stability. 

Still being made in Germany 

– even after more than 155 

years!

WE HAVE PLENTY OF 

SPACE FOR YOU 

LLOYD WERFT BREMERHAVEN AG IS SHAPING THE FUTURE 

Lloyd Werft Bremerhaven AG 

01 1 Administration building 

and technical offices 

S1 

02 2 Service department, 

Electrical workshop 

and first aid station 

03 3 Pipe fitting shop 

04 4 Machine shop 

05 5 Power plant graving 

dock II 

S2 

14 

12 

D4 

13 

D1 

1 

2 

4 

3 

5 

D2 

10 

11 

7 

6 

D3 

9 

8 

8 

06 6 Container, refined steel 

and aluminium production 

07 7 Offices for owner‘s 

representatives and various 

other accommodation 

08 8 Stores 

09 9 Shipbuilding shop, 

Rigging-loft 

D5 

10 Workshop and 

accommodation facilities 

11 Gritblasting and paint shop 

D6 

12 Power plant graving dock I 

13 Propeller repair shop 

14 

German Dry Docks 

office Bückingstraße 

Those who are satisfied with today will never experience tomorrow. 

The shipbuilding industry, fiercely competitive across the globe, has 

not only now woken up to that fact. Lloyd Werft is in a very fortunate 

strategic situation in the maritime centre of Bremerhaven. Located in 

the heart of the Überseehafen we have been at home in the historic 

Kaiserhafen District since 1899 on a comfortable site covering 

260.000 m 2 . We are well equipped with two big dry-docks, four 

floating docks, modern quay facilities, workshops for engineering, 

pipe-making, shipbuilding, a special department for aluminium and 

stainless steel and offices for construction planning, costing and 

future, is situated in a tide-free harbour and has access to two 

big, modern locks giving it fast access to the North Sea. We have 

realigned the future of our new maritime alliance group around 

Lloyd Werft Bremerhaven AG as a repair, conversion and new 

building facility, with German Dry Docks as a repair yard, 

Lloyd Offshore Bremerhaven GmbH as the company responsible for 

future wind energy business and with Lloyds Yacht SAM. Monaco 

responsible for attractive niche business in mega yachts. It has 

always been our tradition as an innovative and professional shipyard to 

remain committed to the future. 

design. Lloyd Werft Bremerhaven AG has positioned itself well for the 

D1 gRAving Dock I / Kaiserdock I D4 Floating Dock IV 

Repair- and outfitting-quay 

Length 222 m 

Width of lower / upper entrance 26 / 32 m 

Water depth over keel blocks: 10.5 m 

Size of vessels: 30,000 tdw 

Gantry crane: 35 / 5 t – 13 / 45 m 

Length 147 m 



Lifting capacity: 7,200 t 


Gantry crane: 60 / 15 t – 15 / 36 m 

Gantry cranes: 

20 / 7.5 t – 14 / 40 m and 

25 / 10 t – 16 / 40 m and 

5 / 10 t – 16 / 40 m 

Mobil cranes: 

11 / 0.8 t – 2 / 13 m and 

D2 gRAving Dock II / Kaiserdock II 

10.2 / 2.18 t – 5 / 9 m and 

Length 335 m 

D5 Floating Dock V 

11.2 / 2 t – 4.5 / 16 m 




Gantry crane: 50 / 20 t – 31 / 60 m and 

Length 215 m 



Gantry crane: 25 t – 30 m and 

Cranes: Floating- and heavy lift 

Subcontractable 1 x 100 t / 1 x 150 t /1 x 500 t 

Repair quay area reinforced for 

mobile shore cranes 1,200 t 

35 / 8 t – 13 / 45 m 

25 t – 30 m 

S1 Nordschleuse / North Lock 

D3 Floating Dock III 

D6 Floating Dock VI 

Length 281 m 


Water depth over keel blocks: 7 m 


Length 162.5 m 




S2 kAiserSchleuse / KAISER Lock 

Bremerhaven 


Gantry crane: 5 t and 6,5 t 

Gantry crane: 60 / 27 t – 17.6 / 37.5 m and 

15 t – 21.75 m and 10 / 7.5 t – 14 / 21.75 m 

and 15 / 12 t – 14 / 21.75 m 

NETWORK 

BREMERHAVEN 

Lean. Efficient. Consistent. 

Professional. Lloyd Werft 

Bremerhaven AG does not 

have to rely on its size. Our 

strength lies in our performance. 

And the most 

important part of that is a 

network of partner firms 

which has grown up on site, 

in the region and internationally 

over the decades. Not 

for us the burning desire to 

do everything ourselves. If 

we need support we call on 

the best professionals for the 

job in our partner network. 

In their company we have 

in the past already solved 

many problems, ranging 

from spectacular conversions 

through giant ship lengthening 

projects, completions, 

new buildings and demanding 

conversions carried out 

within a very short period of 

time. We are in favour of the 

division of labour, team spirit 

and fair play and we are open 

to almost everything. But our 

hand is always the one that is 

firmly on the tiller. Even as a 

good networker. 

3

SPECIAL VESSEL 

FOR NEW OFFSHORE CHALLENGES 

Based on a drill-ship design, the DP2-equipped CEONA AMAZON 

boasts exceptional sea-keeping characteristics making it ideal for 

operations in remote and challenging locations. Owners CEONA said 

the vessel was part of a fleet upgrade “to keep pace with the deepwater 

market”. It will carry pipe-laying equipment from HUISMAN 

in Holland and boast extensive under-deck storage capacity for line 

pipe or umbilicals as well as a deck area of 4,600m 2 for further pipe 

and reel storage, making it independent of costly logistics bases. 

Two on-board 400t mast head cranes and a single 30 t knuckle boom 

crane – all heave-compensated - enable heavy lift operations includ- 

We’ll put wind 

in your offshore 

sails 

Work has started already 

at Lloyd Werft Bremerhaven 

AG on the multi-functional 

offshore construction 

vessel and pipe-laying 

platform CEONA AMAZON 

for London-based shipping 

company CEONA. 

The 33,000gt newbuilding, 

199.4m long, 32.2m wide 

and drawing 7.5m, will be 

part of a new generation 

of vessels in the CEONA 

fleet. The keel will be 

laid in August this year 

and she is due to enter 

service in late 2014. 

ing installation of large subsea structures singly or in tandem in 

water depths to 3000 metres. Two on-board work-class ROVs will be 

for operation down to the same depth and CEONA AMAZON will also 

boast a helipad and 7 thrusters. 

Capable of laying rigid or flexible pipelines and umbilicals, it will 

have accommodation for 200 personnel in 114 high standard, comfort-class 

cabins. The combination of pipe-laying, lifting and mobile 

asset flexible installation along with remote operation if required 

make it extremely well-suited to overall offshore field development, 

CEONA said. 

FIRST CLASS 

Our work is first-rate. Our 

customers expect outstanding 

performance. So it stands 

to reason that we take the 

schooling of our trainees 

very seriously. It is part of our 

future. Our backbone. It is 

why we built an ultra-modern 

training centre two years ago 

to school our trainees in modern 

technology careers in 

parallel with their academic 

training. The aim is to make 

them the best in their trades 

and to have them represent 

the high quality demands of 

Lloyd Werft. But we are not 

only training for ourselves 

in our super new workshop. 

Partner firms within our network 

are also benefiting from 

this special form of quality 

management. And that make 

our work even better. 

Exploiting wind as a source of energy now includes 

the sea as well as the land. And with 

it shipbuilding. Bremerhaven is a hub for 

the construction and installation of offshore 

wind farms. And Lloyd Werft is increasingly 

becoming a part of this. 

These two giant wind turbine installation ships are called “Friedrich 

Ernestine” and “Victoria Mathias”. They were built in the Republic 

of Korea and modified at Lloyd Werft for their work at sea. They are 

100 metres long, 40 metres wide and equipped with 78 metre-long 

jack-up legs, a loading capacity per ship of 4,500 tons, a crane which 

can lift 1,000 tons and towers 110 metres above deck and a DP satellite 

system for positioning the construction components in the sea. 

These two self-propelled jack-up rigs are just the beginning of a 

development aimed at exploiting the sea as a super power station. 

Lloyd Werft is part of the system and part of this development. Our 

experience, creativity and ability to innovate are our assets in this 

stormy development which is still only in its infancy. 

Lloyd! 

Quality management is the 

precondition for integrated, 

modern co-operation. That’s 

why certificates of yard 

competence in key areas are 

not luxuries but standard 

requirements. Germanischer 

Lloyd is responsible for these 

in Germany. Among others, 

Lloyd Werft holds ISO 14001 

environmental management 

system and ISO 9001 integrated 

management system 

certification, which is a 

prerequisite for international 

co-operation with shipping 

companies. 

4

Lloyd Werft 

goes Offshore 

Nothing is more constant than change. And that is also true of shipbuilding. Lloyd Werft’s more than 

150-year old tradition is a treasure house of knowledge and experience, but we face new demands now 

and in the future. We talked to Lloyd Werft’s Technical Director Thorsten Beiler about what that means: 

When Lloyd Werft converted 

the drilling ship “Danwood Ice” 

well over 40 years ago, it was 

the yard’s talents in specialised 

shipbuilding that were mainly 

in demand. Since then much 

has happened in the offshore 

market, but Lloyd Werft has 

remained a committed and 

experienced specialist in all that 

is new and complicated. A yard 

that has for decades repaired, 

converted, lengthened as well 

as shortened ships and created 

special vessels out of run-ofthe-mill 

ones is ideally equipped 

to meet all challenges. So the 

offshore market is nothing new 

for us, but just the logical application 

of existing as well as 

new capabilities. Bremerhaven 

has developed into one of northern 

Europe’s most important 

centres for the offshore wind 

power industry. Lloyd Werft is 

part of that, not only when it’s a 

question of wind power but also 

when special ships are needed 

for demanding on-board tasks in 

deep waters. On site experience 

speaks for itself and for a new 

chapter in the life of Lloyd Werft. 

Complex newbuildings and conversions to meet very challenging demands at sea are already 

Lloyd Werft specialities. In future however this sector – above all the booming offshore industry – will 

play a very special role. The newbuilding MS “Blue Giant”, delivered by Lloyd Werft in 2008 and 

the conversion of the “OIG Giant II” in 2011 are good examples of this. They exemplify know-how, 

innovation and creativity. 

Lloyd Werft Extra: Following the new orientation of Lloyd Werft 

Bremerhaven, the impression is being given that the yard is developing 

more and more into an offshore facility. Beiler: That is only 

partially true. Market studies have shown that there is a high demand 

in the offshore sector not only for newbuildings, but also for 

complex and challenging conversions. For decades we have built up 

international experience in both. We have good project management 

and an experienced team of skilled people and we have not neglected 

our traditional strengths in newbuilding and conversion. Lloyd Werft 

Extra: What does a challenge like this mean? Beiler: For a yard 

which has traditionally been at home in specialised ship building, it 

means, above all, adapting organisational and operational processes 

to the special demands of the offshore market. Everything comes in 

for critical scrutiny and in doing that we discover new potential for 

existing and future business. Lloyd Werft Extra: Can you give us an 

example? Beiler: Health, Security, Safety & Environment (HSSE) is 

typical of this and an increasingly important sector on board ship. 

Our audits have shown that we are already very good in this sector. 

Now it is a question of developing uniform standards. That makes 

consistent practical application on board simpler and quickly detects 

sources of error. Take HSSE. We already enjoy a high standard in 

this sector in the yard but have determined through internal and external 

audits that there is still potential for improvement. We have 

realised that consistent application not only has a positive impact 

on HSSE but can also lead to economic advantages for the customer 

and the shipyard. Our clients appreciate that. Lloyd Werft Extra: 

What makes Lloyd Werft so special? Beiler: Times are hard in ship 

building. But in the interests of our customers we have succeeded in 

keeping all the important trade skills required for both new building 

and conversion inside our own company. This makes for planning security. 

We complete complex tasks without interface losses, are part 

of a highly developed network in the whole of north Germany and 

have our own intelligent quality management. Above all however it is 

our own design department that is an important building block in our 

being better and faster and in remaining sustainable on the market. 

Thorsten Beiler (48) is a graduate engineer in 

shipbuilding and marine technology and is the Technical Director of Lloyd 

Werft Bremerhaven AG. In addition he is a trained welding engineer and 

also the Managing Director of the new Lloyd Werft subsidiary Lloyd Offshore 

Bremerhaven GmbH. An experienced expert in his own right he has a 

particular fondness for practical issues and for customer care. 

5

Rüdiger Pallentin and Carsten J. Haake: 

Chairmen of Lloyd Werft Bremerhaven AG 

DP – 

DYNAMIC POSITIONING SYSTEM 

Dynamic positioning (DP) is a computer-controlled system to automatically 

maintain a vessel's position and heading by using its own 

propellers and thrusters. Position reference sensors, combined with 

wind sensors, motion sensors and gyro compasses, provide information 

to the computer pertaining to the vessel's position and the magnitude 

and direction of environmental forces affecting its position. 

The computer program contains a mathematical model of the vessel 

that includes information pertaining to the wind and current drag of 

the vessel and the location of the thrusters. This knowledge, combined 

with the sensor information, allows the computer to calculate 

the required steering angle and thruster output for each thruster. 

This allows operations at sea where mooring or anchoring 

is not feasible as deep water or congestion on the 

sea bottom. Dynamic positioning may either be absolute 

in that the position is locked to a fixed point over the bottom, 

or relative to a moving object like another ship or an 

underwater vehicle. 

Therefore several systems are used for referencing the position. 

Typical are DGPS, acoustic systems with transponders 

placed on the seabed and a one or more transducers placed in 

the ship's hull, laser beam and radar based systems. 

To maintain position different type of thrusters, bow thrusters, 

rudders and propellers are used. DP ships are usually at least 

partially diesel-electric, as this allows a more flexible set-up and 

is better able to handle the large changes in power demand, typical 

for DP operations. The set-up depends on the DP class of the ship. 

Based on an IMO publication the Classification Societies have issued 

rules for Dynamic Positioned Ships described as Class 1, Class 2 and 

Class 3 (or equivalent). In Class 1 the equipment has no redundancy. 

Loss of position may occur in the event of a single fault of a component 

or equipment. In Class 2 the layout of equipment has redundancy 

so that no single fault in an active system will cause the system 

to fail. In Class 3 passive systems have to be redundant as well and 

also the system to withstand fire or flood in any one compartment. 

The redundancy of a DP ship should be judged by a failure mode and 

effects analysis (FMEA) study and proved by FMEA trials. Your ship 

needs a DP system – ask Lloyd Werft! 

WAY AHEAD 

The future is a serious business. 

If customers reach the future 

before you do, then you will find 

yourself at the back of the queue. 

The famous trend researcher 

Faith Popcorn said that. We have 

decided to be at the front of the 

queue. Shaping. Creating. Being 

sound of judgement. Innovative. 

In favour of networking, fair 

play and the best, most reliable 

performance. That has been our 

course now for 155 years and will 

continue to be in the future. We 

have created new and future-oriented 

structures because markets 

world-wide are constantly 

changing. We are becoming 

leaner, more mobile and more 

attractive to our customers. Our 

capital is the best know-how that 

yards specialising in all kind of 

ships on a global scale can offer. 

Our team stands for experience, 

perfection, capabi lity and tempo. 

And if you cannot come to us in 

Bremerhaven, then we will come 

to your ship or to one of our partner 

yards near you. 

ONLY THE BEST 

AND THE MOST 

REASONABLE 

FOR YOU! 

Whether emission reduction 

or ballast water, we recognised 

the problems early and have 

concerned ourselves with 

solutions which conform to 

IMO regulations. We analyse 

plant, select the best and 

most suitable for you from 

available manufacturers 

and tie up the package. 

That’s how we see our 

service as a neutral 

adviser and advocate 

for our customers. 

One among many, but which is the one for you? 

BALLAST WATER CAN BECOME A COSTLY PROBLEM 

WE CAN SOLVE IT FOR YOU! 

FRESH AIR ON DECK. WET OR DRY? 

One thing is certain. The significant reduction in permissible levels 

for emissions means big challenges particularly for the operators 

of cruise liners. “As early as 1997 we had to concern ourselves with 

the cleaning of smoke gases on ships and successfully introduced 

catalytic emission cleaning plants”, said Rolf Ludemann (63). He is a 

ship engineer, served as a Chief Engineer at sea and is now the head 

of the project departments at Lloyd Werft. The first ships were the 

Ro passenger ferries “Visby”, “Thelvar” and “Birka Princess”. Since 

then the yard has concerned itself intensively with new processes. 

That’s not a problem on new buildings, but with conversions, design 

feasibility – stability, weight, ship structure – also have to be taken 

into account. Only then can the process be selected: SCR/-DeNOx 

plant with integrated rust filters or the removal of sulphur dioxide 

emissions by means of emission cleaning. In 2003 we installed such 

a scrubber on the “Pride of Kent”. Wet or dry de-sulphurisation? 

We are experienced in both processes and have, on behalf of ship 

owners, examined and installed the latest processes available. 

No ship is allowed to pump its ballast water into the sea. The IMO has laid down clear 

standards and regulations about this in order to protect the environment after stowaway larvae, 

mussels, micro-organisms and animal species, mainly from East Asia, were imported in ballast 

water and became a serious threat to waters in other parts of the world. 

LNG. 

THAT WORKS AS WELL 

LNG Liquid Natural Gas. Alternative 

and eco-friendly sources 

of energy for ship-operation are 

being sought, researched and 

decided on by the IMO across 

the world. Fuels like LNG, 

which are already well-known, 

are also among those under 

scrutiny. This is not a problem 

for us, but simply a question of 

installing special tanks on board 

ship, converting engine plants 

or installing dual-fuel engines 

which can run on both LNG and 

heavy fuel oil. Talk to us. We are 

already working with the people 

who build the engines. 

LESS FUEL. 

A COLOURFUL 

SOLUTION? 

Saving fuel on board. Not only a 

job for the designers of underwater 

hulls and bulbous bows. 

Germany’s Fraunhofer Institute 

is carrying out research into how 

to reduce water resistance and 

thus save money by using special 

paints on ship hulls. It’s a fascinating 

topic. That’s why Lloyd 

Werft is supporting this research 

project. Because it is all about 

efficiency and saving energy and 

also about the environment. 

6 

The treatment of ballast water is a topic which Lloyd Werft dedicated 

itself to some time ago. “We built a test plant for a manufacturer as 

early as 2006”, said mechanical engineer Stephan Bieber (28). “Up 

to two years ago we had collected and analysed so much information 

from different manufacturers that we knew which plant was 

most suitable for which ship”. Bieber is the expert when it comes 

to ballast water treatment plans on board ship. What suits the ship? 

This decisive question is part of the analysis. Lloyd Werft sees itself 

here as an adviser who makes independent recommendations and 

who does not do any selling, but installs the most suitable process. 

UV Light treatment or electrolysis. Your ship – our concept. The main 

criteria in this case are technical insight, economic considerations 

and the Lloyd Werft principle of delivering everything from a single 

source. “In this we are well on the way to success “, says a contented 

Stephan Bieber. 

Imprint 

Lloyd Werft Bremerhaven AG, 

Brückenstraße 25 

27515 Bremerhaven Germany 

Phone +49 (0) 471-478-0 

Telefax +49 (0) 471-478-610 

www.lloydwerft.com 

Responsible for content 

Rüdiger Pallentin 

Concept / Layout www.papp.cc 

Articles Hennig Goes, Tom Todd 

Photos Lloyd Werft, 

Wolfhard Scheer, iStockphoto, 

GEA Westfalia Separator Group GmbH

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