At the very second container passed a Malheur: As it should be lifted from aboard the US freighter “MS Fairland” on a truck in the Bremen seaport, he rushed to the brand new tractor. The driver suffered only minor injuries, but many skeptical observers may have thought: On this newfangled stuff is a curse.
Hamburg was of the invention initially unconvinced
It was a shot date when the first container freighter on 05/05/1966 brought steel boxes to Germany. Bremen had to Rotterdam, the second station of a new transatlantic liner service of the US shipping company “Sea-Land”. Their boss Malcolm McLean had the revolutionary packaging introduced ten years earlier in the United States, and now he exported his idea to Europe. But not all were convinced, Hamburg climbed until a year later with a.
At the premiere in Bremen, a six year old youngster looked at the hand of his mother: Frank Dreeke. He is now CEO of BLG, that semi-municipal company, which then as now operates the ports of Bremen. 50 years after the historic day praises Dreeke the “courageous decision” of his predecessors to bring the container to Germany.
The advantage of standardized transport containers: Whether coffee sacks, machine parts or jeans – in ports should not be any part touched and loaded individually. This saves immensely. Burkhard Lemper, director of the Institute of Shipping Economics and Logistics (ISL): “The entire intercontinental transport of goods has become extremely efficient through the container.”
At the latest after two or three days the boats were back on tour
the envelope is faster, requires less staff, and the freighters are the latest after a day or two on the road again. Previously, the general cargo vessel were ever three weeks at Kai.
1965 were handled in the ports of Bremen and Bremerhaven nine million tonnes of general cargo; last were here well 63 million, of which 55 million tons in containers. “The container was a positive revolution, without which globalization would not be possible,” says Lemper.
However, it took years before the new boxes prevailed. Only the matching specialty cranes and truck semitrailers had to be constructed. The “Fair Country” took just 226 containers. Unimaginable for those days, what the biggest jumbo jets of the Seas can carry today: a sheet mountain out of 19 000 TEU ( “twenty foot equivalent unit”, a unit of measurement equal to one 20-foot container, although most cases are 40 feet long .
had even the ports to modernize
more the larger vessels: As the ports had to be expanded Hamburg made a village flattened to the terminal. Altenwerder build Bremen shifted container handling to Bremerhaven, where he established an almost five-kilometer quay and poured later its own international port to -.. that pool, where once was the container to Germany in Wilhelmshaven, the engineers of the North Sea wrestled from a completely new handling area , the Jade-Weser-Port (JWP). It is Germany’s first deep-water container port, a tribute to the always huge expectant freighter. But Hamburg and Bremerhaven want to continue to be served by the Mammutpötten and fighting currently in court about that repeatedly time Elbe and Weser may be dredged.
The handling equipment is becoming more modern. In Hamburg-Altenwerder bring self-propelled vehicles since 2002 the container from the ships to the storage bins, as if by magic. Soon the automation will be tested also in the JWP. “This of course involves a tremendous threat to jobs,” says Verdi Torsten Gerdes. If more terminals in Bremerhaven and Hamburg follow, total two or three thousand points would he estimated threatened.
The men in berets and sometimes crooked back scurried through the ports
After prevail not as murderous working conditions in the port since the advent of the metal box. When unloading of coffee freighters each stevedores had 500 bags per layer drag, like Gerdes has calculated. The men in berets and sometimes bent back scurried through the ports, balanced like ants bags, boxes or drums from the belly of the cargo on the quay and in the adjacent shed, from where the cargo was then distributed in trucks or railcars. Everywhere handcarts, trucks, boats in all size classes, a forest of masts and booms, to the smell of coffee and tobacco. Today everything seems standardized, sterile and almost deserted. You have to look closely until one discovers the crane operator and the driver of the straddle carrier high up in their glass cubicles.
No comments:
Post a Comment