by Cora Buhlert

A Strangely Familiar Monk

A few days ago, Der Mönch mit der Peitsche (The Monk with the Whip), the latest movie in the Edgar Wallace series, premiered in West German cinemas. Director Alfred Vohrer delivers the best colour film in the Wallace series to date (the series switched to colour last year) and creates striking visuals as a scarlet robed monk stalks the fog-shrouded grounds of an exclusive girls' school. The organ-heavy score by Martin Böttcher contributes to the eerie atmosphere

However, the plot seems strangely familiar, probably because we've already seen this very same film one and a half years ago under the title Der unheimliche Mönch (The Sinister Monk). Star Uschi Glas even played a supporting role in the earlier movie.

So has it finally happened? Has the Edgar Wallace series run out of ideas after a stunning twenty-nine movies in the past eight years? On the other hand, Edgar Wallace was a very prolific writer and much of his work remains unadapted. So maybe there is life in the old warhorse yet?

However, not just the Edgar Wallace movies have switched to colour. West German television will begin broadcasting in colour later this month to coincide with the Internationale Funkausstellung (International Radio Exhibition) in Berlin.

Magic Boxes

Meanwhile, a revolution just as significant as the switch from black and white to colour is quietly happening in a completely different sector. At the centre of this revolution is an unassuming 20 x 8 x 8.5 foot box of aluminium or corrugated steel: the shipping container.

Cargo ships may not be as glamorous as the big ocean liners and cruise ships or as impressive as a Navy destroyer or aircraft carrier, but they are the backbone of international trade. Pretty much every product from overseas, whether it's cars from Japan, import paperbacks and comic books from the US, coffee from Brazil, tea from India, canned pineapples from Hawaii or even that fanzine mailed from America, comes to you by cargo ship, because air freight is much too expensive and only reserved for the most urgent of cargos.

However, shipping cargo from one port to another takes time. Now unless there is a revolution in engine technology, which is currently not in sight, the speed of a modern ship has reached a maximum. The SS United States set The Blue Riband record for the fastest crossing of the Atlantic fifteen years ago, and this achievement is not likely to be broken anytime soon.

But the actual sea voyage is only a part of cargo transport. Freighters spend a large chunk of time in ports, because loading and unloading the cargo takes a lot of time and manpower (roughly twenty longshoremen are needed to load or unload a single freighter). Hereby, a large part of the problem is that cargo comes in all shapes and sizes. Cars are different from sacks of coffee, which are different from cans of pineapples, which are different from bales of cotton, which are different from boxes of books, which are different from bags of mail. All of these differently sized cargos must be individually unloaded, with the help of cranes, where necessary.

Father of the Modern Shipping Container

The slow loading and unloading process is a constant source of frustration for shipping companies. Among the frustrated was a man named Malcom McLean, co-owner of a trucking company from North Carolina. Some thirty years ago, McLean had the brilliant idea that instead of the current time-consuming process, it would be much quicker to just load a trailer with the cargo onto a ship and then unload trailer and cargo at the destination and connect it to a tractor unit.

Eventually McLean refined his idea to load not entire truck trailers onto a ship, but simply transport the cargo in boxes of the same size that are easy to load, unload and stack, whether they contain books or shoes or sacks of coffee or bales of cotton or canned pineapples or bags of mail. And thus, the shipping container was born.

Initially, the shipping industry was sceptical about McLean's idea – after all, a box would add extra weight and reduce the available payload – and he had problems finding backers. So in 1955, he sold his share in his trucking company, bought a steamship company he named Sea-Land Corporation Ltd. and two decommissioned US Navy tankers, which he had converted for transporting containers. The first of these two ships, the SS Ideal X, disembarked on its first voyage from Newark to Houston on April 26, 1956.

The breakthrough for the shipping container and a lucrative contract for Sea-Land finally came with the Vietnam War, because McLean's containers turned out to be ideal for transporting supplies to the US troops in Vietnam.

The Container Comes to Bremen

But while McLean and Sea-Land were slowly revolutionising cargo shipping in the US, European and particularly West German shipping companies remained sceptical of this new-fangled container idea. And so it took until May of last year for Sea-Land to start a regular transatlantic cargo service and for the first container vessel, the MV Fairland, to come to Europe.

The Fairland's first port of call was Rotterdam. Her second port of call was my hometown of Bremen and this is why I was lucky enough to see the Fairland and her cargo of miracle boxes in person. A friend of mine works as an engineer at the AG Weser shipyard and was asked to stand by with a team of technicians and electricians in case there were any problems while unloading the Fairland's cargo of containers. He invited me along to serve as an interpreter in case of language issues.

And there definitely were problems unloading the Fairland, because the port of Bremen is not set up for the handling of containers and German trucks turned out to be not all that well equipped for transporting containers with American dimensions. And because containers are still very new in Europe, things like corner castings and twist-locks, which keep the container in place aboard a ship or on a truck bed, are unknown here.

The first of the 226 containers on board was unloaded without a hitch. However, disaster struck when the second container, a refrigerated unit called a "reefer container", carrying frozen chicken legs from Virginia, slipped from the hook of the on-board cargo crane of the Fairland and crashed down onto the driver's cab of a brand-new truck waiting below. Thankfully, the driver was not seriously injured. The container survived the fall as well, as did the chicken legs, though the truck did not.

While the Fairland was being unloaded, several Bremen merchants and representatives of West German shipping companies were watching the proceedings with great interest. Initially, the merchants and shipping companies were highly sceptical and the accident during the unloading of the second container did not help matters. However, when the Fairland was fully unloaded after only sixteen hours and two shifts rather than the customary several days or even weeks, depending on the size of the ship and the type of cargo, the gentlemen were intrigued.

The Container Revolution

The Fairland would not remain the only container freighter to moor at the port of Bremen. But while there was still a lot of scepticism towards the metal box, Bremen senator of harbours Georg Bortscheller (nicknamed "Container Schorse" for his championing of container shipping) and Gerhard Beier, head of the Bremer Lagerhaus Gesellschaft, the company which manages the loading, unloading and storage of cargo in the harbours of Bremen and Bremerhaven, were both convinced by Malcom McLean's idea and also saw great potential for Bremen's harbours in the introduction of the shipping container. Because if Bremen's harbour was better set up to handle containers than competing harbours like Hamburg, Rotterdam or Antwerp, container ships and the resulting business would go here. And indeed, the United States Line and the Container Marines Lines now have a regular container service to Bremen in addition to Sea-Land.

As a result, the first specialised container bridge was installed in Bremen harbour in October 1966, only five months after the arrival of the Fairland. Now container vessels could be unloaded even faster than before. Last months, the 100,000th container was unloaded in Bremen harbour, a remarkable number considering that the first 100 containers were unloaded from the Fairland only a little more than a year ago.

But West German shipping companies were also taking note. The first container vessel built in West Germany, the Bell Vanguard, was launched in March 1966 in Hamburg, two months before the Fairland arrived in Bremen. But though the Bell Vanguard was commissioned by the West German shipping company Jürgen Heinrich Breuer of Hamburg, it was chartered out to the Irish shipping company Bell Lines and it currently in service between Ireland and continental Europe.

Meanwhile, two of the biggest West German shipping companies, the Hamburg-Amerika-Linie a.k.a. Hapag of Hamburg and the Norddeutscher Lloyd of Bremen are also getting into the container business. Initially, Hapag had some of its fast freighters of the Westfalia und Nürnberg classes converted to be able to transport containers in addition to regular breakbulk cargos, while the Norddeutscher Lloyd is doing the same with Burgenstein class vessels and the brand-new fast freighters of Friesenstein class. My friend, who works at the AG Weser shipyard, is in charge of these conversions and is currently overseeing the freighters being outfitted with twist locks, plugs for reefer containers and rails to allow for moving and storing containers on deck.

But both companies have even bigger plans and the long-time rivals are cooperating to make them a reality. For Hapag and the Norddeutscher Lloyd are planning to order four dedicated container vessels of their own and will jointly operate them under the name Hapag-Lloyd. The first two of these ships, the MV Weser Express and MV Elbe Express, are expected to go into service next year. This is good news, particularly for the troubled Hapag, since one of their ships, the freighter MV Münsterland, is currently stuck in the Great Bitter Lake in the Suez Canal due to the Six Day War. It is unknown when the Münsterland will be able to return to Hamburg.

Will the container revolution continue or will it fizzle out? So far, the future is still up in the air. However, the rapid growth of container turnover in the harbour of Bremen, the fact that Senator Bortscheller has announced that a brand-new container terminal will be built in the harbour of Bremerhaven as well as the fact that big shipping companies such as Hapag and the Norddeutscher Lloyd are jumping into the container business indicate that the shipping container is not a passing fad, but here to stay.

The container does have its drawbacks. For example it endangers the jobs of many longshoremen, but overall the world will profit from the rise of the container and the faster turnover times it makes possible, because it means that goods from overseas, whether coffee, tobacco, cotton, canned pineapples, Japanese cars and radios, frozen chicken legs from Virginia, books and magazines, and yes, even the postage for that fanzine mailed from the US, will become more plentiful and cheaper. And this is something that will benefit us all.