The shipping company Hamburg-American package travel corporation (HAPAG) became to 27. May 1847 of Hamburg buyers and shipowners based, among them as outstanding Hamburg citizen as Adolph Godeffroy, Ferdinand Laeisz, H.J. Merck, Carl Woermann or August Bolten as well as other more. Adolph Godeffroy got also the presidency of the new society, which maintained an airline service from Hamburg at the beginning to North America, why also the designation Hamburg America line (HAL) for the shipping company was in-patriated later. The airline services re-clamped in the course of the time the entire world and the enterprise made for its Wahlspruch my field are the world! all honour.
At the beginning the shipping company operated the airline service with sailing boats, although already since 1840 insisted on the transatlantic route successful steamer lines, e.g. the Cunard LINE trusted, those Hamburg one the steam ship not yet so quite. The first ship was equipped the Segler Germany of 538 BRT, for 20 as well as 200 emigrants and freight. The main business was the transport of passengers, above all emigrant, freight still was in the next years of secondary importance. The business turned on well and it came in fast consequence new buildings to the fleet, everything still sailing boats. It was to be foreseen ever more clearly the fact that the future belonged to the steam ship and so put the HAPAG down their reservations and ordered with the Scottish threw from Caird & CO. in Greenock their first steamers. 1855 took the sister ships Hammonia (I) and Borussia (I) (measured with in each case 2131 BRT) the service up, they looked outward still rather like sailing boats, had however a central black chimney. With these ships a tradition was patriated during the naming in, that all names of the ships ended on ia, similarly as with the Cunard LINE, later with the growing of the fleet this was however amended. The steamers worked satisfactorily and it followed new buildings: 1857 likewise of Caird & CO. , and one year later one bought the Teutonia (I) and Bavaria (I) of a shipping company, than replacement for the Austria, to built gone into bankruptcy, sisters Austria and Saxonia (ever 2684 BRT) which had already sunk 1858 on the North Atlantic. The loss of the Austria was not first for the shipping company, 1857 the pioneer ship of the line, Germany, in the Atlantic had likewise sunk. 1856 got the HAPAG by of Bremen the north Germans Lloyd competition from the own country, however the nose kept in front and opened the airline service to Canada. 1863 came with the Germania (2123 BRT) a further steamer to the fleet, followed 1865 of the Allemannia (I). 1868 became the last sailing boat of the shipping company, which sells second Germany, the HAPAG were now a pure steamer line.
The ascent was continuously continued, interrupted from usually political events, which did not lie in the hand of the shipping company. The US war of secession of 1861-1865 caused a decrease of the emigrant numbers. Also the conflicts of Prussia, as the GermanDanish war of 1866 or the French-German war of 1870, which led to the agreement of Germany, was not the firm balance straight favorably. But the HAPAG came through completely well and held one of the front places. 1867 furnished the society a service after new Orleans, the success remained however well under expectations and 1874 it were adjusted, which opened 1871 west India service (Karibik), like also that likewise 1871 again furnished South America service, developed however pleasing. Since 1868 the first 3000-Tonner of the second Hammonia class of the HAPAG fleet approached and 1872 ordered one with the sister ships Alsatia and Lotharingia (1186 BRT) the first new buildings with a German threw, the HAPAG lay well in the market.
1874 one got large competition by the transatlantic navigation company, briefly eagle line mentioned - after the house flag - with seat in Hamburg. The beginner ordered BRT, which were faster and more comfortable than the ships of the HAPAG in short consequence sieves steamers (designated after German poets) of 3500, which came now into a precarious situation. The package travel was an embittered competition suspended, intensified by an economic crisis in the USA, the passage prices sagged on 30 Taler in the cellar and both shipping companies brought in losses of million. The eagles line, by which because of the efficient machines financially preloaded new buildings and their high operating cost, did not hold for the pressure conditions and 1875 took place the fusion with the HAPAG, which even the collapse very close had come. The HAPAG fleet, by which strengthens eagle ships, had now over-capacities and many ships of the second Hammonia class had after quite few service years to be sold, in order to smooth the inclination. On the transatlantic route in the meantime a violent competition prevailed, beside to north Germans the Lloyd made itself the Holland America Lijn from Rotterdam and talks star LINE from Antwerp strengthened unpleasantly noticeably, why the HAPAG recovered only very slow.
1880 withdrew Adolph Godeffroy, which 33 years long the HAPAG managed, in order to go into the well-deserved retirement, with which one era went to end. By the events of the last years the HAPAG was guessed/advised in the Hintertreffen, the 1883 in service third Hammonia placed this made particularly clear. With 4227 BRT it was very small compared with the ships of the competition. The British had had ships of this kind already 10 years before in the employment and the Lloyd gave with the steamers of the river class the first high-speed steamers in order, measured with 5000 BRT. The HAPAG ships were only second choice, and since 1881 one stood already again in a violent competition - with the Carr line. Edward Carr created 1880 its own shipping company, in order to transport emigrants from Hamburg to New York. Its ships exhibited the characteristic, which they carried excluding emigrants and these the luxury had to be allowed to be on the whole ship. The prices did not sink from 120 Marks to 80 Marks, the HAPAG hoped by a rate fight the annoying small competitor from the field to strike, the losses were pre-programmed and the next years changed for anything. 1886 fused Carr with the shipping company of Robert Miles Sloman to the union line and agreed with HAPAG on a division of the market. The HAPAG took over the exclusive direction over the passenger business of both shipping companies and committed themselves at least one quarter of the passengers on ships of the union line to carry. In a further contract the HAPAG committed itself to transfer Albert Ballin than directors/conductors of the passenger department from Carr to. Which one did not know with the HAPAG at that time yet: The assumption of Albert Ballin should become for the fate of the enterprise of special importance. 1888 were bought up the Carr line and the HAPAG and Sloman divided the business with the union line.
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