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Deutsche Schiff- und Maschinenbau
Deutsche Schiff- und Maschinenbau
Deutsche Schiff- und Maschinenbau
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Deutsche Schiff- und Maschinenbau Aktiengesellschaft (abbreviated Deschimag) was a cooperation of eight German shipyards in the period 1926 to 1945. The leading company was the shipyard AG Weser in Bremen.

Key Information

History

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Share of the Deutschen Schiff- und Maschinenbau-AG, issued October 1942

The Deschimag was founded in 1926 when influential Bremen merchants and bankers decided to found a cooperation of great German shipbuilding companies under the leadership of the shipyard AG Weser.[1] The intention was to coordinate and concentrate activities of German shipyards for higher efficiency but last not least mainly to support Bremen's shipyard AG „Weser“ in the upcoming economic and financial crisis of 1930s. While the largest shipbuilding companies in Germany as Blohm & Voss and Bremer Vulkan AG because of their own strong market position at that time were not interested in this cooperation, eight other large German shipyards merged. These were:

Deschimag became the greatest shipbuilding company in Germany with about 15,000 workers which was about 28% of the total German shipbuilding industry workforce at that time. But in the following years most of these companies were closed, went bankrupt or were sold to other companies (see above). At least only AG Weser and Seebeckwerft survived this process of concentration and reduction of shipbuilding capacities. In 1941 Krupp, then the most important German engineering and armaments conglomerate, acquired a majority shareholding in both shipyards.[2]

While AG Weser concentrated its activities upon building of merchant ships with an increasing amount of warships later, Seebeck built only smaller vessels and concentrated on ship maintenance and repair.

Because of diversification and to create new jobs Deschimag also diversified into aircraft construction. In 1933 the Weser Flugzeugbau GmbH – abbreviated Weserflug – was founded. It started making aircraft components and later complete aircraft at different places in Germany, one of them was the former shipyard Frerichswerft AG. In 1936 the Weserflug separated from the Deschimag and became an independent company. It became the fourth largest aircraft manufacturer in Germany in World War II, but only as a licensee of other German aircraft companies, mainly Dornier and Junkers.

Deschimag was dissolved after war but AG Weser and Seebeck AG shipyards again survived and continued in shipbuilding. Due to mismanagement and unsatisfactory and too late responses to market demands AG Weser was declared bankrupt in 1983 and operations were shut down while Seebeck shipyard became part of the Bremer Vulkan Verbund AG. Later in 1988 it merged with Schichau Shipyard to SSW Schichau Seebeck Shipyard GmbH, which closed in 2009.

Ships of Deschimag

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Warships for the Kriegsmarine

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References

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Further reading

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Deutsche Schiff- und Maschinenbau

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Deutsche Schiff- und Maschinenbau (Deschimag) was a German formed in 1926 by the merger of eight shipyards, including the leading AG Weser, and operated until its dissolution in 1945. The entity consolidated ship and machinery production across northern German facilities, circumventing post-World War I restrictions on individual yard capacities while enabling large-scale commercial and later military construction. Deschimag quickly emerged as Germany's preeminent shipbuilder, employing approximately 15,000 workers and comprising 28 percent of the national workforce by the late . Its yards produced a diverse array of vessels, from dredgers and barges to high-speed ocean liners such as the SS , launched by AG Weser in 1928 and renowned for capturing the for the fastest . During the 1930s and , the consortium shifted heavily toward naval production under contracts from the , constructing numerous U-boats—including 16 commissioned from the yard alone—and other warships critical to the Kriegsmarine's operations. This wartime role underscored Deschimag's defining characteristic as a pivotal industrial contributor to Germany's rearmament and maritime warfare efforts, though it faced Allied bombing and postwar dismantling.

History

Formation and Mergers (1926)

Deutsche Schiff- und Maschinenbau (Deschimag) was established in 1926 as a consolidated entity comprising multiple German shipyards facing severe financial distress in the post-World War I era, exacerbated by the restrictions on naval construction and a global slump in merchant shipping demand. The formation aimed to centralize sales, procurement, and management to enhance efficiency and survival amid overcapacity and low orders. The core of Deschimag originated from the integration of in with seven or eight other shipyards, though exact participant counts vary slightly across records; assumed a leadership position within the group. In December 1926, halted new orders to facilitate the merger process with these financially strained partners, marking a pivotal step in the consolidation. Known participants included firms such as A.G. Vulkan in Stettin, enabling pooled resources for joint operations while retaining individual yard identities for production. Concurrent with the formation, Fried. Krupp acquired a majority shareholding in Deschimag, bolstering its capital and technical expertise in to support the venture's viability. This infusion reflected broader industrial strategies to rationalize fragmented sectors, though the cooperative structure preserved operational autonomy at member yards rather than enacting a full legal merger of assets. By , the entity had stabilized sufficiently to resume coordinated , setting the stage for interwar activities.

Interwar Expansion and Challenges

Following its formation through the 1926 merger of eight major shipyards, including AG Weser in and Seebeckwerft in , Deutsche Schiff- und Maschinenbau AG consolidated resources to become Germany's largest entity, with a workforce of approximately 15,000 employees representing 28% of the national shipbuilding labor force. This integration enabled coordinated production across facilities, facilitating the handling of larger-scale civilian vessel projects amid the constraints of the , which barred substantial military construction. A hallmark of this expansion was the construction of the turbo-electric SS Bremen for at the AG Weser yard in . The was laid in June 1927, with launch occurring on August 16, 1928, and completion in July 1929; the vessel achieved the for the fastest eastbound transatlantic crossing upon her maiden voyage in 1930. Similar efforts included the SS Europa, underscoring Deschimag's capacity for high-profile merchant shipping amid Weimar-era economic stabilization efforts post-hyperinflation. The , commencing in 1929, imposed severe challenges, exacerbating overcapacity from the merger and resulting in sharply reduced orders after prestige completions like the Bremen. Global trade contraction and domestic , peaking at over 30% by 1932, curtailed demand for new , compelling yards to idle slips and lay off workers despite prior workforce buildup. Versailles limitations further restricted diversification into naval rebuilding, leaving the consortium vulnerable to merchant market volatility and competitive pressures from subsidized foreign builders.

Rearmament and World War II Era (1933–1945)

Following the Nazi Party's assumption of power in January 1933, Germany initiated rearmament efforts that violated the Treaty of Versailles, leading to increased naval construction contracts for Deschimag member yards. In 1934, the German Navy placed orders with Deschimag for six torpedo boats of the 1935 class, four destroyers of the 1936A type, an artillery training ship, and eight submarines, marking the onset of significant military shipbuilding. These early commissions included the Type IA U-boats U-25 and U-26, laid down in 1934 and launched in 1936 at the AG Weser yard in Bremen. Deschimag's facilities expanded to accommodate this growth, with construction of two large dry docks beginning in 1938 to support larger vessels. As commenced in 1939, Deschimag shifted focus to wartime production, receiving orders for minesweepers, patrol boats, and further s. The yards constructed auxiliary cruisers such as Pinguin and Komet, as well as destroyers including Z5 Paul Jacobi and Z6 Theodor Riedel. In 1939, work began on the Seydlitz at , intended as part of the Admiral Hipper class but left incomplete and later repurposed. output intensified, with AG Weser producing Type VII and Type IX submarines, including numerous Type IXC/40 boats commissioned between 1942 and 1944; the yard launched its first in 1936 and continued until U-3044 in March 1945. By 1941, acquired majority shares in AG Weser, integrating it more deeply into the armaments economy and boosting capacity to an average of 12,000 employees across a 604,400 square meter facility. Wartime conditions imposed severe strains, including Allied bombing campaigns that repeatedly targeted Bremen shipyards. To counter this, Deschimag participated in fortified projects like the Valentin bunker near -Farge, designed for mass production of advanced Type XXI U-boats using prefabricated sections, but the facility remained incomplete due to disruptions. Production relied heavily on forced labor, with Deschimag employing around 10,000 workers daily at related sites, including prisoners from the at -Farge, where up to 2,092 inmates endured 12-hour shifts in brutal conditions, resulting in at least 553 documented deaths from exhaustion, , and . Dry dock expansions halted in summer 1943 but resumed in 1944 amid ongoing submarine assembly. Operations persisted until late April 1945, when British forces captured the Bremen facilities, halting Deschimag's contributions to the .

Postwar Dissolution and Legacy

Following the Allied victory in , Deutsche Schiff- und Maschinenbau AG (Deschimag) was dissolved in 1945 as part of the broader deconcentration of German industrial conglomerates under occupation policy, which aimed to dismantle cartels associated with the . The conglomerate's structure, formed by mergers of eight shipyards in 1926, was broken up into its original components, with key Bremen-based entities like AG Weser and G. Seebeck AG reverting to independent operations. In the British occupation zone encompassing , surviving facilities faced extensive dismantling; much of AG Weser's heavy equipment was removed as reparations, exacerbating postwar reconstruction challenges and contributing to initial production halts. activities gradually resumed under occupation oversight: G. Seebeck AG restarted in 1949, while AG Weser, renamed from the Deschimag Bremen yard around 1946 and refounded with new management, began operations again in 1951 after Allied approval. Deschimag's legacy persisted through these successor yards, which supported West Germany's economic recovery by producing merchant vessels and contributing to the revival of the sector amid the "." AG Weser, as the primary heir, built over 1,500 ships until its bankruptcy declaration in 1983 due to global market shifts and mismanagement, while Seebeck AG was acquired by Bremer Vulkan in the 1970s–1980s amid declining competitiveness. The original conglomerate's wartime innovations in efficient production influenced naval know-how, though Allied restrictions initially limited applications, redirecting focus to essential for export-driven growth. By the late , the yards' closures reflected broader trends in European , but their pre-1945 scale—peaking at 15,000 workers and 28% of Germany's output—underscored Deschimag's role in establishing as a historic hub.

Shipbuilding Activities

Civilian and Merchant Vessels

Deutsche Schiff- und Maschinenbau AG (DESCHIMAG), through its primary yard AG Weser in , played a significant role in constructing civilian and merchant vessels during the , aiding Germany's recovery of its commercial shipping capacity after restrictions. The consortium focused on high-speed ocean liners and cargo ships for major lines like (NDL) and DDG Hansa, emphasizing advanced propulsion and structural innovations to compete internationally. These efforts peaked in the late 1920s and early 1930s before shifting toward military production amid rearmament. The most prominent example was the SS Bremen, ordered by NDL and built at AG Weser with keel laid in June 1927, launched on August 28, 1928, and completed in July 1929. Measuring 51,656 gross register tons, 938 feet overall length, and equipped with quadruple-screw turbo-electric propulsion delivering 27.5 knots service speed, she achieved the for the fastest eastbound in August 1929 (four days, 10 hours, 30 minutes to ) and reclaimed it in 1933. This vessel exemplified DESCHIMAG's engineering prowess, incorporating a for reduced resistance and luxurious accommodations for 2,200 passengers. Other notable passenger liners included the SS Scharnhorst, constructed at the Bremen yard for NDL and completed in January 1935 at 18,184 gross tons with turbine propulsion for transatlantic service. Cargo ships like the Kandelfels, launched November 12, 1936, for DDG Hansa, demonstrated capabilities in heavy-lift and bulk transport designs. Similarly, the Ems (later auxiliary cruiser Komet), launched January 16, 1937, was built as a vessel for NDL before wartime conversion. The SS Lichtenfels, completed in 1929 as one of the first modern heavy-lift ships with 120-ton capacity, further highlighted specialized construction. By the late , DESCHIMAG's civilian output declined as yards prioritized naval contracts, with many hulls requisitioned for auxiliary roles in .

Military Vessels and U-Boats

Deschimag's shipyards, particularly AG Weser in , constructed several classes of destroyers for the during the 1930s rearmament period. Between 1935 and 1938, the yard built four Type 1934A-class destroyers, designated Z5 to Z8. From 1936 to 1939, it delivered six Type 1936-class destroyers, Z17 through Z22. In 1934, Deschimag Bremen laid down the auxiliary cruiser Brummer, a converted resembling contemporary tenders, which served until sunk during the 1940 invasion of . Under , the Bremen yard initiated construction of J on 1 September 1939, but the project was abandoned and scrapped by November 1941 due to shifting priorities toward submarines and aircraft. In 1943, Deschimag received orders for five Type 1942 destroyers (Z52 to Z56), but none progressed beyond material gathering before cancellation amid resource constraints. Earlier, the consortium's yards produced torpedo boats and other minor warships, contributing to the Kriegsmarine's surface fleet expansion despite Versailles Treaty limitations until 1935. Deschimag yards were major contributors to production, with AG Weser in commissioning 162 submarines from 1936 to 1945 across multiple types. The yard built the two Type IA boats, U-25 and U-26, launched in 1936 for experimental long-range operations. Type VIIA submarines, the initial series of the prolific VII class, were predominantly constructed at Deschimag , with keels laid starting in 1935. Larger ocean-going Type IX variants followed, including U-38 (Type IXA, laid down 1937), U-170 (Type IXC/40, 1941), and U-861 (Type IXD2, 1943). Deutsche Werke Kiel, another Deschimag facility, focused on smaller coastal types, constructing Type IIA U-1 through U-6 (keels 1935) and Type IIB boats like U-58 (laid down 1937). Pre-war production emphasized these yards for nearly all early U-boats, enabling rapid fleet buildup. wartime output at included bunkers like Hornisse for protected assembly, though Allied bombing disrupted later efforts. Deschimag's contributions totaled significant , with yards alone producing vessels valued at over 1 billion Reichsmarks during the war.

Notable Ships and Designs

The ocean liner SS Bremen, completed in July by Deschimag's AG Weser yard in , represented a pinnacle of interwar German merchant shipbuilding with its turbo-electric propulsion system enabling a service speed of 27.5 knots and capacity for 2,200 passengers. This vessel captured the for the fastest in 1929, averaging 27.92 knots westward, underscoring Deschimag's engineering prowess in high-speed civilian transport despite economic constraints of the era. In military applications, Deschimag yards produced the Lützow (yard number 941), a of the Admiral Hipper class laid down in 1936 and commissioned in 1939, featuring 20.3 cm main guns and a displacement of 14,000 tons for raiding operations. The yard also constructed numerous Type IX U-boats, long-range submarines designed for extended Atlantic patrols, including U-38 (laid down April 1937), which sank ten Allied ships totaling 119,150 gross register tons before scuttling in May 1945. Over 200 Type IX variants were built across Deschimag facilities, emphasizing diesel-electric power for submerged endurance and torpedo armament suited to commerce warfare. Other designs included the geared-turbine Gneisenau launched in 1935 by AG and the whale Unitas in 1937, adapting commercial hulls for specialized operations with processing capacities for expeditions. Deschimag's wartime output extended to destroyers like Diether von Roeder (Z17, 1936 Type), incorporating clipper bows and high-speed turbine drives for fleet escort duties. Toward war's end, the Bremen yard had sixteen Type XXI U-boats under construction, featuring advanced schnorkel systems and streamlined hulls for improved underwater performance, though few entered service before Allied advances halted production.

Technological and Operational Innovations

Engineering Advancements

Deschimag shipyards, particularly AG Weser in , implemented prefabricated sectional construction techniques for production during , dividing submarines into multiple independent sections manufactured in parallel at specialized facilities before final welding and assembly at the yard. This approach, applied extensively to Type VII and later Type XXI classes, reduced construction time by enabling simultaneous work across distributed sites and minimized on-site labor, with Type XXI boats assembled from up to eight large prefabricated modules weighing thousands of tons each. These yards advanced methods for pressure hull integrity, employing to join thick plates under high-pressure conditions, which enhanced structural strength and leak resistance compared to earlier riveting techniques prevalent in interwar . Bremer , another Deschimag affiliate, applied similar sectional in producing over 70 Type VII U-boats, where hull sections were completed off-site and integrated on the to accelerate output amid wartime demands. In propulsion engineering, the Weser yard developed the proprietary Weser-Bergmann system prior to Deschimag's formation, featuring innovative gearing for higher efficiency in steam-driven merchant and naval vessels, which influenced designs like the high-speed liner SS Bremen launched in 1929 with four geared sets delivering 130,000 horsepower for sustained speeds exceeding 27 knots. This system prioritized compact design and reduced fuel consumption, marking an early contribution to turbo-electric alternatives in German maritime engineering.

Production Techniques and Efficiency

Deschimag yards, including key facilities like AG Weser in and Bremer , relied on established practices such as on slipways or in dry docks, followed by progressive assembly of hull sections, , and machinery installation. Riveting dominated interwar for large merchant vessels, such as the SS Bremen launched in , which utilized 7,000 tons of high-strength steel fastened primarily through riveted joints to ensure structural integrity under high-speed transatlantic service. Transition to electric arc welding gained traction by the late 1930s, particularly for military vessels, as it reduced weight—saving up to 10-15% compared to riveting—while improving watertight seals and allowing deeper dives for U-boats; this method was notably applied in pressure hulls to enhance pressure resistance without excessive material use. Wartime imperatives drove efficiency gains through modular , where hull sections, compartments, and components were fabricated in dispersed workshops or subcontracted factories before final integration at the main yard, minimizing bottlenecks and enabling parallel workflows. At AG Weser, this approach supported production, with Type VII submarines initially requiring about 10 months from to commissioning in 1939-1941, later shortened to 6-8 months by 1943 via streamlined section transport and on-site assembly. Deschimag's facility contributed significantly, completing 162 from U-25 in 1936 to U-3044 in 1945, reflecting scaled capacity amid rearmament demands. For the Type XXI electro-boat, introduced in 1943, Deschimag targeted 260,000 man-hours per unit through heightened —up to 70% of the hull assembled off-site—but initial prototypes exceeded this due to design complexities and material shortages, averaging 8-10 months despite goals under six. Overall efficiency was constrained by labor-intensive processes and Allied bombing, yet Deschimag's coordinated yards achieved peak outputs of multiple vessels annually per site; for example, AG Weser laid down multiple keels simultaneously on dedicated ways by 1944. These techniques prioritized durability and rapid iteration over mass standardization seen in Allied programs, with welding and yielding causal advantages in survivability but limiting total throughput to around 1,100 s nationwide by war's end.

Economic and Industrial Impact

Workforce and Capacity

Deutsche Schiff- und Maschinenbau AG (Deschimag), formed in 1926 through the merger of eight shipyards, initially employed about 15,000 workers, accounting for 28% of Germany's total workforce. After completing the passenger liner Bremen in July 1929, Deschimag laid off more than 5,000 employees, exceeding 40% of its personnel, amid economic pressures in the shipbuilding sector. During , the company's workforce averaged 12,000 employees, supporting expanded naval production despite Allied bombing campaigns. Deschimag's Bremen facilities covered 604,400 square meters, equipped with multiple building slips (I-V, IX-XI) and drydocks that allowed parallel construction of , destroyers, and other vessels. This enabled significant output, including over 160 U-boats from the AG Weser yard alone, alongside torpedo boats, minesweepers, and patrol craft.

Role in German Naval and Economic Recovery

Deschimag, formed in as a of eight major German shipyards including AG Weser in , aimed to enhance efficiency and competitiveness in the post-World War I era, supporting economic stabilization through coordinated production of merchant vessels. The Bremen yard's construction of the SS Bremen, launched on August 28, 1928, for , featured turbine engines delivering 60,000 horsepower and a maximum speed exceeding 27 knots, enabling the ship to claim the for the fastest eastbound on July 4, 1929, at an average speed of 27.80 knots. This achievement underscored Germany's industrial resurgence amid the economic challenges of the , fostering employment in heavy engineering and bolstering export-oriented maritime trade. In the naval domain, Deschimag yards contributed to the modest rebuilding of the under restrictions, with facilities like supplying gunboats and small cruisers to the fleet during the . The consortium's infrastructure and expertise positioned it for expanded roles following the Nazi assumption of power in , as pursued naval rearmament in defiance of international agreements. By 1939, Deschimag received its initial substantial contracts from the , shifting production priorities toward warships including destroyers and submarines, which accelerated the navy's growth from a coastal defense force to a blue-water capability. This dual focus on civilian and output intertwined with Germany's broader economic recovery, as investments generated jobs in , , and related sectors, contributing to the alleviation of Depression-era through public and demand. Rearmament-driven expenditures from 1933 onward stimulated , with Deschimag's scaled production exemplifying how naval expansion served as a catalyst for industrial output and technological advancement, though ultimately oriented toward and preparedness rather than sustainable peacetime growth.

References

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  16. https://www.militaryfactory.com/ships/detail.php?ship_id=Z17-Diether-von-Roeder
  17. https://naval-encyclopedia.com/ww2/germany/auxiliaries.php
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  35. https://military-history.fandom.com/wiki/SS_Bremen_%281928%29
  36. https://www.quora.com/Did-German-pocket-battleships-from-World-War-2-really-save-weight-by-using-welding-instead-of-rivets-Did-other-battleships-really-use-thousands-of-tons-of-rivets
  37. https://www.usni.org/magazines/proceedings/1955/april/german-u-boat-construction
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