Pounding the waves through time

A brief chronicle of HADAG ships

Hamburg, 8.8.1888 - any enterprise sent forth on a journey through several centuries on such a date simply had to be on course for success. The history of HADAG, at any rate, backs up this bold theory, for it was on this very day that the "Hafendampfschiffahrt-Aktien-Gesellschaft" obtained a licence, initially running for 20 years. It would be responsible for "the operation of a regular steam ferry service in the future Elbe free port". As early as the start of 1889 it took over all the services and vessels leased by the previous ferry operators, had more of its own ships built and, by the end of 1890, was running 47 ships on its routes.

Launch of wanderlust

Whether navigating calm waters or battling through storms, HADAG has always asserted the importance of its role in transport on Hamburg's Elbe - and sometimes beyond - from its launch until today.

It was certainly stormy during the first few years, when price setting by the Senate, new building and the high settlements paid to the old ferry leaseholders caused the finance plan drawn up by HADAG to come apart at the seams. Nevertheless, good negotiating skills and the tremendously bold venture of using even bigger ships set HADAG on the right course and, in 1899, brought its first dividend of ten percent. This in turn boosted the company's drive to expand. In May 1900, for example, it took over the Finkenwerder line and the two paddle steamers "Union" and "Harmonie". The people of Finkenwerder thus gained a reliable two-hourly transport service to Hamburg.

Nevertheless, there were also some setbacks during these years. The opening of the (old) Elbe tunnel in 1911 for instance resulted in a slump in passenger numbers. Whereas 260,000 passengers had used the harbour ferries in January 1911, only 38,000 were still doing so in January 1912: no wonder - the ferry journey cost 5 pfennigs whilst the tunnel was free.

HADAG came up with its own response. In 1914 the "Bürgermeister Burchard", a steamer capable of carrying 572 passengers, was put into operation on the Finkenwerder line. At that time the HADAG fleet comprised 55 ferryboats and seven jollyboat operators. Four years later, after fierce debate on public pricing policy, the City of Hamburg became the sole shareholder. HADAG gained a second "mainstay" in 1921, when the Senate assigned to it the concession for the "Große Hafenrundfahrt" [Great Harbour Tour]. Operating losses were reduced considerably as a result.

To keep up with new developments in the shipping industry, 1925 saw the launch of the first diesel-powered motor vessel, named "Jan Molsen" after a long-serving managing director at HADAG, a legend even in those days. At weekends the "Jan Molsen" went as far as Cuxhaven. During the 20th century long-distance travel enjoyed its heyday in the 50s, when the resort ships "Wappen von Hamburg" and "Bunte Kuh" took HADAG passengers to Helgoland and Sylt, and at the end of the 60s, when they ventured into the international ferry business in partnership with Lion Ferries of Sweden. In the early 80s HADAG operated the "Astor" cruise ship worldwide, hoping its use would provide fresh momentum. This bold venture failed to pay off, however, and the seaside service and duty-free shopping trips to the Baltic only produced losses for the company in the 80s.

Changing times

Much water has since flowed down the Elbe. Times and ships have changed. Harbour transport has also changed over the course of time. Containers squeezed out general cargo transport in the port, shipyards were forced to close, the Köhlbrand Bridge and the new Elbe tunnel were completed, the S-Bahn to Neugraben was opened and car ownership increased. All of this had an impact on services provided by HADAG. A network tariff introduced by Hochbahn and HADAG in 1963 - as at the end of the 1920s - and prompt entry to the Hamburger Verkehrsverbund in 1966 were also unable to stop the trend. Between 1975 and 1982 alone weekday transport revenues halved for HADAG. Whereas 21.3 million passengers were still using the ferries during 1958, this figure had dropped to barely 2 million by 1989, the low point of ferry transport.

In order to secure its long-term viability as a healthy and reliable concern, HADAG turned its attention back to its original business at the beginning of the 80s, as a result of which it has since made strong headway.

HADAG became a subsidiary of Hochbahn in 1984, discontinued unprofitable ferry services, sold the large ships and had the remaining ships converted as far as possible for one-man operation. Jens Wrage, the Managing Director of HADAG since 1994, had a completely new model of a ship drawn up by shipbuilder Fred von dem Berg. The first ship in this design, the "St. Pauli", was built by the Grube shipyard (SSB Spezialschiffbau Oortkaten today) in 1997. Ten ships from the Type 2000 series are now in service.

Initially viewed with some suspicion by the people of Hamburg, today the ships in this series are fondly dubbed "Bügeleisen" [irons] by the Hanseatics because of their shape. Unlike traditional boats, the bridge at the back of the "Bügeleisen" is elevated, with open views all the way round. These ships are also popular due to the light and well laid out interiors, the ample space for bicycles and the wide ramps, which come into their own during the scramble to embark and disembark. The skippers in turn appreciate their manoeuvrability and safety. Type 2000 ships are equipped with two engines, and boast two mini-slide rescue systems. In hazardous situations passengers can use inflatable slides to reach life rafts within a short time. HADAG has set new standards throughout Europe with the Type 2000 ferryboat.

Jens Wrage, who played a major part in driving this forward, stepped down from the helm in 2008: on 1 September 2008, after 14 successful years with the company, he retired from the HADAG office on the pontoon next to the fish auction hall bought back in 1994. He was replaced by Gabriele Müller-Remer.

Future course

The return to its original business and belt-tightening measures coupled with some good investments proved successful. Today 97 employees (including apprentices) and 21 ships provide a reliable harbour transport service within the HVV 365 days a year, come wind, high water, ice or fog. Since 1997 alone the number of passengers carried by harbour transport has more than tripled to 6.7 million. Shuttle services for Airbus (works traffic) and for the "Lion King" musical have also contributed to this success.

HADAG will continue on this course together with its staff. The 11th and 12th Type 2000 new builds are under construction and due to come into operation in 2009. The new pier at the Elbe Philharmonic is also expected to come into service for the first time in 2009, with a further pier due to open in HafenCity (at the corner of Magdeburger Hafen/Baakenhafen) in 2011. Forecasts point to further increases in passenger numbers over the coming years, particularly on account of anticipated upward growth in Wilhelmsburg due to the International Garden Show (IGS) and the International Building Exhibition (IBA) in 2013.

Nevertheless, a successful future also rests on the high quality of traditional travel: when it comes to harbour tours HADAG's is still a classic and an international one now, as passengers can listen to commentaries on the harbour in English, French, Spanish and Mandarin thanks to a satellite-controlled multivoice system. Hamburgers consider the HADAG crossing to be the most stylish one for trips to Altes Land. Tradition combines with a really special atmosphere: the ships are ultra-modern, yet somehow a ride on a HADAG ferry feels like touching a part of Hamburg's history.