ITJInternationalTransportJournal

SpecialEastern Europeand Baltic States

Supplement

Small becomes bigHow small shippersbenefit from NVOCCs 15

Big becomes easySafely packing industrialplant equipment 32

Easy to become biggerPort of Felixstowedoubling rail capacities 39

15 · 16 | 12 April 2013www.transportjournal.com

ENGLISH EDITION(also available in an identical

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3International Transport Journal 15-16 2013 Contents

5 Editorial

6 People & Companies

12 Shipping & Ports13 New container terminal in Rotterdam

First crane for Maasvlakte II16 Growing container volumes

Singapore the workhorse18 Inland shipping on the Mississippi

New intermodal terminal in New Orleans

19 Aviation19 Houston and Dallas airports

Global aviation industry heading for Texas20 Globe Air Cargo Switzerland

Agents of growth

21 Forwarding & Logistics21 Pharmaceuticals logistics • Packaging

Sensitive goods securely packed25 Augustin Quehenberger Group

Cautiously optimistic

28 Road Haulage / Intermodal28 K + N Munich now a 24plus system partner

Gateway to Southeastern Europe31 Change of transalpine rail service providers

Drama at the Gotthard

32 Packaging32 Packaging industrial equipment

Safely stowed in wind and waves35 Packaging company Schütz GmbH & Co

Highest foodstuff security

36 Customs

37 Forest Products

38 Regional Focus38 Nordic Countries39 UK / Ireland40 Central Europe

41 Trade Fairs & Conferences /Masthead

42 A Time for Reflection /Advertisers’ Index

Eastern Europe & Baltic States Supplement

Special in this issue

Great expectations 19

Two new airports that are also interesting forairfreight were opened in March, one in Quitoand one in Sri Lanka. A different fate befell anold new project in Doha, where a grand openingscheduled for 1 April was postponed.

Not hazarding a guess 23

The manufacturers of hazardous goods have toadhere to many a rule and regulation when ware-housing their wares. Contargo’s hazardous goodscontainers offer flexibility when own storageoptions are exhausted.

Closely observed cargo 40

The arena of the Swiss transport museum inLucerne was transformed into a containerterminal for a special exhibition on thefascinating world of transport at the endof March. The event lasts until 20 October.

Cover: A shunting yard at sunset. Photo: thinkstock

EASTERN EUROPE

& BALTIC STATES

15 ·16 | 12 April 2013

English edition

5International Transport Journal 15-16 2013 Editorial

Dear readers,Guests arriving early for a ceremony to mark the recent

opening of a new airport in Doha may have felt a little bit

silly. The first Qatar Airways aeroplane was scheduled to

land at the new hub at 12.20 on 1 April – but at 10.30 the

party was cancelled. Construction delays. The grand open-

ing of Hamad international airport was originally pencilled

in for three years ago, then for 12 December 2012. But now

the ministry of the interior’s civil defence authority realised

– rather late in the day – that the facility’s safety standards

were below par. Does that remind you of anything? Disputes

surrounding a new airport in Berlin are similar – except that

last May the German authorities noticed three weeks before

the formal opening of the hub – which had also already

been delayed several times – that the fire precautions were

not up to scratch. Whilst the Germans have to wait until

summer to find out when their new capital city airport will

open, a renewed attempt to launch proceedings in Doha in

April is apparently not completely off the cards. Even when

there is a spanner in the works, the clocks seem to beat to a

different tune in the region.

Arab culture does not include playing April Fool’s jokes

– but that was my first reaction when I read the news from

Doha. Genuinely false rumours from the aviation world this

year included an announcement from space tourism pioneer

Sir Richard Branson’s airline Virgin Atlantic that they will

be equipping short-haul planes with glass floors, and one

from Korean Air, announcing a new thrice-weekly service by

Space Shuttle, decked out in the company’s light blue livery,

on the Seoul–Mars route. The US low-cost carrier Southwest

Airlines’ statement that it was going to offer even cheaper

Boston–Denver flights – in a hot-air balloon, was in stark

contrast to Air Malta’s offer to its rich customers who are in

a bit of a rush. It offered them rather adventurous flights in

1950s fighter planes.

Here at the ITJ we stick to the hard facts.

We wish you a pleasant read in these

ongoing difficult economic times. If

you take the time to delve into our fas-

cinating Eastern Europe and Baltic

States Special, then you can also

do so in Russian, if you prefer.

See you at the TransRussia

trade fair in Moscow!

Andreas HaugHead of airfreight

Independent International Freight Forwarding& Logistics Specialists

at your disposal in 21 European Countries

e-mail: info@ ifa-forwarding.netwww.ifa-forwarding.net

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SLOvENIA | SPAIN | SWEDEN | SWITZERLAND | UKRAINE

EuropeTop managementchanged at PanalpinaPanalpina, one of the world’s leadingfreight forwarding and logistics compa-nies, has replaced its chief executive officerMonika Ribar. She is set to step down atthe end of May. Her successor is 53-year-old Peter Ulber, a recognised international forwardingexpert and former Kuehne+Nagel management boardmember. This change was planned and prepared by thePanalpina World Transport Holding’s board of directorsand Ribar, as part of the company’s strategy for the fu-ture. Ribar, who was a member of Panalpina’s manage-ment for more than 22 years and led the company forseven, plans to focus on non-executive managerial roleson other companies’ boards of directors, as the companysaid in a media release on the subject. Ulber studied atHamburg’s International School of Logistics and heldvarious management positions at Kuehne+Nagel, in Eu-rope, North and South America, between 1985 and 2011.From 2008 onwards he was in charge of K+N’s sea andairfreight business. In 2011 he went into business as a co-founder and partner of the Charleston Enterprise Group.

Executive reshuffle for RosmorportIgor Levit, formerly the deputy managing director ofRosmorport, Russia’s state-owned entity that managesthe interests of Russian seaports, was appointed as thebody’s acting managing director on 19 March by the

Russian maritime and inland shipping agency Rosmor-rechflot. He took over from Andrey Lavrishev, who wasnamed as Rosmorport’s new executive director. Kon-stantin Bobrov, the previous executive director, has beenappointed deputy managing director for capital develop-ment. Rosmorport’s most pressing tasks are to developRussia’s maritime port infrastructure. (nau)

Ibia appoints a new headThe International Bunker Industry Association (Ibia) hasappointed Captain Peter Hall as its new chief executiveofficer. He replaced Ibia’s chief executive Cliff Brand, whotook a post as marine director of a new port in the KingAbdullah economic city in Saudi Arabia. Hall has held awide range of roles in the shipping industry over the past40 years, including 18 years at sea and working as theCEO and harbour master of the Gibraltar port authority.

TT-Line expands its executiveBernhard Johannes Termühlen becameone of the managing directors of TT-Line,a German shipping corporation that isbased in Lübeck Travemünde on thecountry’s Baltic Sea coast, on 25 March.He previously worked for the global invest-ment bank Goldman Sachs, and was last incharge of the fields of finance and renew-able forms of energy at the Term Group.Termühlen is additionally the managingdirector of the company Trampschiffahrt,the TT-Line holding. He joined HannsHeinrich Conzen and Jens Aurel Scharnerin the TT-Line executive. (nau)

Peter UlberPhoto: Panalpina

Bernhard JohannesTermühlen Photo: TT-Line

6 People & Companies International Transport Journal 15-16 2013

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Mark Fonseca to headTNT Express in GermanyMark Fonseca has been named as the newchairman of the executive of TNT Expressin Germany, succeeding Thomas Kraus,who is leaving the company. Fonseca, a53-year-old manager born in India, hasbeen with the service provider since 1987and held corporate management positionsin Europe, the Middle East and the USA.He was last regional finance director fornorthern Europe and North America. Fonseca was man-aging director of corporate services, finance, administra-tion, information and communication of the Germannational branch of TNT Express from 2004 to 2007.

Iberia appoints CEOThe International Airlines Group (IAG) and RafaelSánchez-Lozano have agreed that he will step downas CEO of Iberia and from the IAG board. Sánchez-Lozano will be replaced by Luis Gallego, the currentCEO of Iberia’s subsidiary Iberia Express. Gallego simul-taneously joined the Iberia and IAG boards.

Amsterdam becomes a public firmThe port of Amsterdam became an independent organi-sation on 1 April. The Dutch port authority, followingin the footsteps of neighbouring Rotterdam, the larg-est European port, is making the transition to a pub-lic enterprise and is thus now no longer a part of themunicipality of Amsterdam. Word from Holland had itthat after the move has been completed the municipalityof Amsterdam will be the independent authority’s soleshareholder, with other governmental bodies, includingregional municipalities and the province of North Hol-land, able to become shareholders in the next three years.

AmericasNew MD for Geodis WilsonGeodis Wilson, a subsidiary of the Geodis Group, hasnamed Santiago Jimeno as managing director for Colom-bia. Jimeno will take charge of all Geodis Wilson activi-ties in the country, and will report to John Gallahan, thecompany’s regional vice-president for the Americas. Hispredecessor Leif Voelcker is moving to India to becomethe managing director of the firm’s South Asia cluster.

Mark FonsecaPhoto: TNT

8 People & Companies International Transport Journal 15-16 2013

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9International Transport Journal 15-16 2013 People & Companies

Damco strengthens itsLatin American teamThe logistics service provider Damco, which is a partof Denmark’s Moller-Maersk group, is set to ramp upits activities Latin America and has made the followingregional appointments to this effect.

Stefan Bengtsson has joined Damco as its chief fi-nance officer for Latin America, and will be based atDamco’s Latin American office in Panama City. He pre-viously worked as CFO for Kuehne+Nagel in Brazil formore than nine years.

Sune Stilling istransferring from hiscurrent role as manag-ing director for WestAfrica to the positionof chief operating of-ficer for Latin America,and will also be basedin Damco’s offices inPanama. Stilling has 14years of experience inthe A.P. Moller-Maerskgroup, holding variouspositions in Africa,

Europe and Asia, and also gathering experience in in-formation technology projects.

Antonio Morciano has also joined Damco, as its re-gional head of ocean freight for Latin America. DavidJuarez, in turn, has been appointed as the company’snew regional vertical head of retail and lifestyle for LatinAmerica. He previously worked for Damco in Spain.Enrique Fajardo has joined Damco as managing directorof what it call its Andean cluster, consisting of Colombiaand Ecuador. He will continue to be based in Colombia.

Louisiana international commerceboard ready for actionThe 23-member Louisiana Board of International Com-merce is ready for its task of increasing commerce throughthe state of Louisiana’s ports. Three of its members arelinked to the board of commissioners of the port of NewOrleans, namely former chairman John Fay (a foundingmember of Fay,Nelson&Fay), current secretary treasurerGreg Rusovich (CEO of the Transoceanic Trading andDevelopment Company) and president and CEO GaryLaGrange. The commerce board was established in 2012on the initiative of Louisiana senator Conrad Appel. Theboard has been mandated to try and bring jobs and in-frastructure improvements to the state.

Stefan Bengtsson Sune StillingPhotos: Damco

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10 People & Companies International Transport Journal 15-16 2013

Guadeloupe Port Caraïbeselects supervisory boardThe Guadeloupe Port Caraïbes, the port authority of theCaribbean overseas region of France, has elected its firstsupervisory board. It is made up of 17 members, includ-ing four government representatives. Jocelyn Mirre is thepresident, whilst Jean-Michel Penchard is vice-presidentand Laurent Martens presides over the directors.

Changes at the top forthe Volga-Dnepr GroupThe recent resignation of Konstantin Vekchine resultedin Sergey Reznikov being appointed as the new vice-president of the entity Volga-Dnepr Unique Air Cargo(USA) on 5 April. Vekchine, the former vice-president incharge of sales and marketing of a sub-group looking af-ter charter operations, contributed particularly stronglyto the group’s sales expansion in the USA during hismany years of service. Under his supervision the unitexecuted and extended many long-term contracts withmajor government and industry customers in the USA.Reznikov has devoted 17 years to working for Volga-Dnepr, having started out as a sales executive and lastholding the position of deputy sales director. His taskwill be to further enhance Volga-Dnepr’s position in theNorth American market and to offer, in line with thegroup’s cargo supermarket concept, extended servicesto major customers, including Boeing, Loral Space &Communications, General Electric, Lockheed Martin,ExxonMobil, Chevron and others.

AsiaKorean register electschairman and CEOAn extraordinary meeting of the KoreanRegister of Shipping elected Dr ChonYoung-kee as chairman and CEO recently.The general assembly, which is made upof 86 voting members, oversees the run-ning of the register. Prior to his election,Dr Chon served as executive vice-presidentof the Korean Register’s technical division

and has now become the first internal appointment tochairman and CEO in the register’s 53-year history.Dr Chon took over from outgoing chairman and CEODr Oh Kong-gyun, who served two three-year terms.

AfricaPort of Réunion supervisory board

The supervisory board of the Grand Port Maritime dela Réunion has now officially assumed its role. AlainGaudin was elected as its president and Stéphane Raisonnamed the president of the board of directors.

AnniversaryESC to celebrate 50th anniversary

The European Shippers’Council (ESC) was created on19 June 1963, with the statedintention of promoting the in-terests of shippers throughoutEurope. Since then the organ-isation has strived to ensurethat the voice of shippers’ is

heard by policy-makers throughout – and beyond –Europe.

The golden jubilee of the association will be appropri-ately celebrated on 19 June 2013, and the ITJ will keepyou informed of the festivities. In advance of the actualdate and to commemorate the anniversary a new ESClogo and a new website were launched on 29 March. Themove has been designed to enhance the ESC’s positionas an organisation representing the interests of tens ofthousands of diverse European businesses.

Denis Choumert, the chairman of the ESC, saidthat «our new logo represents the universality of ourmembership and our organisation’s focus on a varietyof modes of transport as well as on intermodality.» ESCsecretary general Paola Lancellotti added that « ournew website (www.europeanshippers.be) is a user-friendlysource of information and simultaneously also a toolto assist a wide range of users, from our members tooutside parties interested in the ESC’s activities.»

Dr Chon Young-keePhoto: KR

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12 Shipping & Ports International Transport Journal 15-16 2013

take over the management of the shipconcerned. Several audit companies werebrought in to consider Frachtschiff-Kon-tor’s business plan, which they approved.Further details in terms of financial re-sources provided by the banks are notknown however.

Big banks participatingFour ships worth around USD 100 mil-lion have been acquired already by thecompany, and there is talk of seven more.These are mostly bulk freighters as well ascontainerships.

In addition to this an option to rescuefeeder ships has also been developed. Tothis end a feeder office has been formedby Rickmers Reederei, together with HSSchifffahrt, which is based in the Ger-man city of Haren (Ems). This conceptworks on the same model as Frachtschiff-Kontor.

What is particularly attractive aboutthis model is the fact that the formerowners are involved in a later resale,in the event of the market recovering.According to the three shipping linesFrachtschiff-Kontor is the first rehabilita-tion option that consider the interests ofboth banks and former owners.

nau/avwww.frachtschiff-kontor.de

The shipping crisis is now entering itsfifth year. Many shipowners are find-ing it increasingly difficult to pay theirbills due to the decline in transportationdemand, an oversupply of tonnage andthe associated lack of income from cargotransportation.

Particularly in Germany, once thehome to many limited partner companiesfor ship investments, many firms havebeen affected by these developments.The outlook for the coming years is alsono better, according to many industryanalysts.

Help from within the ranks«We can’t expect the banks alone to dothe job of overcoming the current crisis,»said Nikolaus H. Schües, COO of theLaeisz shipping line. In his opinion, allparties should play their part to supportthe industry in these difficult times.

The three Hamburg-based traditionalshipping lines Reederei F. Laeisz, Nord-deutsche Reederei H. Schuldt and Rick-mers Reederei are setting a good examplein this regard. Together with the lawyerJan Dunken, who acts as the managingshareholder, they formed the companyFrachtschiff-Kontor in October last year.The entity is a shipping company set upin the legal form of a GmbH & Co KG(limited company partnership).

It aims to help financially-strickenship operators to become more solventagain. 31 December 2016 is the deadlinefor the company’s commitment. Thenit will evaluate whether and under whatconditions ships should be sold again. Animportant pre-condition for the projectwas the willingness of some big banks tosupport the concept.

The financial institutions waive partof the debt due in the event of a saleto Frachtschiff-Kontor. In an ideal casethis prevents possible insolvency. Thethree participating shipping lines then

Rescuing financially-stricken ship operators

Hamburg’s shipownersflying the flagThe three German shipping companies Reederei F. Laeisz, Norddeutsche Reederei H.

Schuldt and Rickmers Reederei have formed a reconstruction platform. It has been

designed to aid ship operators facing bankruptcy and to help them on an interim basis.

The project also has the support of several German banks.

The new Hamburg-based company Frachtschiff-Kontor provides a ray of hope for financially-stricken freighters.

Phot

o:th

inks

tock

In briefSale decided on in Geneva. The Geneva-based container shipping line MediterraneanShipping Co (MSC) has agreed to sell a35% stake in its subsidiary Terminal Invest-ment Limited (TIL) to Global InfrastructurePartners and a group of co-investors forUSD 1.929 billion. This sum includes certainpayments contingent on TIL’s future perfor-mance. The deal is expected to close by thesecond half of the year, pending approval.Terminal Investment Limited invests in,develops and manages container terminalsaround the world. www.mscgva.ch

Merger stalled in Hamburg. At the requestof the Oetker group, which owns HamburgSüd, the German shipping lines HamburgSüd and Hapag-Lloyd have momentarilysuspended their talks about the potentialmerger of the two companies. Details con-cerning the background to this developmentwere not immediately known. Hamburg Südhas made it clear, however, that it is not ba-sically against listing the new merged entityon a stock exchange. The company addedthat Hamburg Süd’s supervisory board andexecutive remain convinced that a mergerwould greatly benefit both lines.

www.hamburgsud.comwww.hapag-lloyd.com

Volumes down in Mumbai. JawaharlalNehru Port (JNP), India’s busiest containergateway located just south of Mumbai andalso known as the port of Nhava Sheva, reg-istered its first decline in throughput for tenyears between March 2012 and March 2013.The three container terminals there handled4.26 million teu in the twelve months underreview, or 1.4% less than in the previouslike-for-like period. The fall was causedmainly by the fact that DP World, which runsone of the three terminals there, drasticallycut its capacities last year, as India’s tariffauthority for major ports had ordered a ratereduction. www.jnport.gov.in

Direct link to Busan. Sweden is now linkeddirectly to Busan for the first time, as theDanish shipping company Maersk Line hasadded the South Korean city to one of itssailings from the port of Gothenburg. Thismeans that cargo between the two locationsno longer has to be transhipped in Europe.The weekly service thus offers a reducedtransport time of 40 days from Gothenburgto Busan. Sweden exports large amounts ofsteel to South Korea.

www.portofgothenburg.comwww.maerskline.com

Terminals around the world are being

upgraded, in order to be able to handle

the new generation of mega container

ships (see also page 7 of our Special

supplement). With a planned initial

throughput capacity of 2.7 million teu,

the construction of the APM Terminals’

Maasvlakte II project in the port of

Rotterdam is currently the largest

such project in northern Europe.

Work is well underway on the construc-tion of the terminal, which has a quay of1,000 m. The first part of the civil engi-neering project has already been complet-ed, and installation of the equipment isnow underway. The new terminal has justbeen able to take delivery of the first twoof a total of 26 automatic rail-mountedgantry cranes (ARMGs).

These were delivered by the Austriancompany Hans Kuenz, and two furtherrail-mounted cranes were also part ofthe first batch of new equipment. «Theconstruction phase has so far been veryinteresting indeed, but now the reallyhard work starts,» explained Richard deBraak, ARMG project manager of APMTerminals’ Maasvlakte II activities. Theextensive testing of the automated equip-ment and IT systems is of fundamentalimportance in this context. With the de-livery of the first two cranes, this testingphase can now commence.

There is thus still plenty of time toovercome any teething difficulties beforethe planned opening of Maasvlakte II inNovember 2014. The ARMGs are designedto load and unload trucks as well as a fleetof 37 battery-operated automated transportvehicles with lifting equipment (lift AGVs)fully automatically.

Delivery of the first lift AGV is sched-uled for June. The rail-mounted cranes

will be used at the Maasvlakte II rail ter-minal, which is directly connected to thequay. Four new spurs have initially beenplanned, and upon completion, a total ofeight will then provide a direct connectionto the Betuwe line.

This double-track railway connects theport of Rotterdam with the German bor-der at Zevenaar-Emmerich, and is reservedexclusively for freight trains along its 160km of line. Maasvlakte II will also be con-nected to the European inland waterwaynetwork via a quay specially designed forbarges. As well as at Maasvlakte II, APMTis also building new European terminalsin Izmir (Turkey), Vado (Italy) and Goth-enburg (Sweden). In Poti (Georgia), it isexpanding its existing terminal. av

www.apmterminals.com

A new container terminal in Rotterdam

First cranes for Maasvlakte II

World Container Index – Shanghai–Rotterdam container freight rates (USD/feu)

Sour

ce:W

orld

Cont

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rInd

ex/D

rew

ry

4,000

3,500

3,000

2,500

2,000

1,500

1,000

500

May12

June 12

July 12

Aug12

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12Oct

12Nov

12Dec

12Jan

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March 13

April 1

3

APM’s new Maasvlakte II terminal has beendesigned to handle 2.7 million teu per year.

Phot

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Declining utilisation rates from the Far East impact on container ratesThe London-based analyst Drewry hassaid that the utilisation rates on west-bound freighters departing from theFar East in January stood at 101%. Thereason lay above all in the (expected)bringing forward of cargo on accountof the Chinese new year. The result wasthat utilisation rates dropped to 71% inFebruary. The WCI stood at USD 2,172/feu on 4 April, 4.7% lower than in theprevious week. The delivery of about 45ULCVs will bring a great deal of newtonnage into the market this year.

www.woldcontainerindex.com

13International Transport Journal 15-16 2013 Shipping & Ports

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15International Transport Journal 15-16 2013 Shipping & Ports

company employs around 280 people at its head office in Hamburg,branch office in Bremen and at other offices in Germany and at variouslocations in Western and Central Europe. According to its managingdirectors the recipe for its successful, long-term survival in the marketis a solid and trusting relationship with its customers as well as com-prehensive quality management. av

www.saco.de

Shipping groupage containers

Between shippersand carriersAlmost 90% of the goods traded in the world are trans-

ported by sea. Since the standardisation of container sizes

in the late 1960s, the steel box has revolutionised the

transportation of cargo. As a result it has also become

easier for shippers of smaller consignments to take advan-

tage of the services of large scheduled shipping lines, by

using a non-vessel-operating common carrier (NVOCC).

Saco Shipping specialises in the shipping of less thancontainer loads (LCL), or so-called groupage containers.The Hamburg-based company has been organising thetransportation of groupage shipments around the worldfor 25 years.

After its inception in the 1980s, founders AndreaBriks and Harald Pahl have proceeded to turn Saco,which stands for Sammelcontainer, the German word forgroupage container, into an international company. Atthe time of its founding, the NVOCC industry was stillin its infancy. As a result of containerisation, things arenow quite different. After initially specialising in exportshipments, Saco’s services now also include imports.

A shipping line without any ships of its ownThe major shipping lines are happy to leave dealing withgroupage containers to others, as the documentationof individual cargo components ultimately involves agreat deal of time and effort. The role of a NVOCC istherefore not entirely easy. Saco basically acts as a ship-ping line without any ships of its own. Its customersare exclusively freight forwarders. In order to providethem with good services, and to successfully assumean intermediary role between carrier and shipper, Sacoconsolidates the extensive range of services of variouscontainer shipping lines.

In particular, this means that the company utilisesand amalgamates the different timetables and associ-ated destination ports in such a way as to create its owngroupage cargo transport product. It is therefore par-ticularly important to design the service in such a waythat small consignments are also provided with goodoptions. The comprehensive package includes organis-ing the pre-carriage of consignments at ports of dispatch,storage, packing them into containers, the actual seatransport and finally delivering the cargo. The companyfocuses on services to regions of the Far East, India,Australia, New Zealand, the USA, South America andSouth Africa.

Just before Easter, Saco Shipping had reason to cel-ebrate in Hamburg, as its silver jubilee came around. The

Saco Shippings’ container packing centre in Hamburg is the heart of its activities.

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16 Shipping & Ports International Transport Journal 15-16 2013

unscathed, despite the latest results. «I ex-pect 2013 to provide us with at least asmany adrenalin-pumping developmentsas last year,» said Tan Chong Meng, thechief executive officer of the PSA Inter-national group.

avwww.internationalpsa.com

Growing container volumes for PSA

Workhorse SingaporePSA International, a terminal operator headquartered in Singapore, set new throughput

records at a number of its locations last year. For the first time ever the volume of boxes

passing through the firm’s terminals in Singapore broke the 30 million teu barrier.

Singapore remains PSA’s strongest performer.

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A total of 31.3 million teu passed throughPSA’s terminals in the southeast Asianisland state last year. The figure, up by6.4% over 2011, is a good result and iswell above global growth of approxi-mately 4%.

The company also reported the high-est throughput volumes ever at its termi-nals in Sines (Portugal), Mersin (Turkey),Genoa (Italy), Chennai (India), Dong-guan (China) and Busan (South Korea).The increase in volumes at PSA terminalsoutside Singapore was comparativelymodest, however, coming in at 3.9%.

The corporation’s total throughputfrom its international business amountedto 28.8 million teu. With its total global

volume of 60.06 million teu PSA didquite well, despite difficult economicconditions, and as a result managed toboost its revenues by 4.3% to a total ofUSD 4.5 billion. The company increasedits profits from USD 917 million in 2011to USD 1.02 billion last year.

Impact of global developmentsFor the current year, however, the com-pany expects the continuing difficultmarket conditions to prevail. The over-supply of ship tonnage on the market,the sovereign debt crisis in Europe, theongoing budget dispute in the USA, notto mention tensions between countries inother parts of the world, have not left PSA

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Improving services for inland navigation operators in Antwerp

Last year the port of New Orleans re-ceived funding from the government tothe tune of USD 17 million, in order tobe able to expand the Napoleon Avenueintermodal terminal for additional in-termodal container handling capacities.An adjacent 4 ha rail yard will thus bemodernised.

The construction of the terminal is ex-pected to start in December and last ap-proximately twelve months. The port ofNew Orleans and the Louisiana port con-

struction and development priority pro-gramme have additionally commissionedthe construction of an adjacent 1 ha mar-shalling yard up-river on the Mississippi,at the Louisiana Avenue terminal. Theboard of directors awarded a construc-tion contract worth USD 3.7 million tothe company Hard Rock Construction,headquartered in Metairie, a suburb ofNew Orleans.

The construction of the marshallingyard started in March of this year and is

expected to be completed by December.The total cost for both projects comes toabout USD 26 million. av

www.portno.com

Inland shipping on the Mississippi

New intermodal terminalfor New OrleansA project for a new intermodal terminal on the Mississippi river in the port

of New Orleans is taking shape. A commission has given the US firm

Aecom Technical Services Inc the green light to draw up plans for

the Mississippi River Intermodal Terminal.

New Orleans is upgrading itsintermodal terminal.

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bank. The three disposal facilities and the bilge boattogether receive approximately 5,000 t of waste fromships annually.

With the new plant, the port of Antwerp has nowbecome an international waste disposal role model, par-ticularly since inland shippers are able to deliver theirrefuse at Lillopark outside of normal business hoursduring the week and on Saturday afternoons. This ser-vice is new in the port of Antwerp. av

www.portofantwerp.com

Record throughput inthe inland port of KehlIn 2012 the port of Kehl recorded an overall volume ofmore than 4 million t of water-borne goods handled ina year for the first time since it was commissioned in1900. The 4.12 million t of freight that passed throughthe inland port meant that it processed 3% more goodslast year than in 2011. The figure included no less than2.7 million t of iron and steel, almost 323,000 t of min-eral oil products, around 138,000 t of building materi-als, approximately 140,000 t of grain and 38,000 t ofsolid fuels. The total of other goods amounted to about773,000 t. Growth in the iron and steel, grains, and cel-lulose fields was especially strong. av

www.hafen-kehl.de

Inland navigation operators at the port of Antwerp now have a newwaste disposal option available. The new Lillopark plant is locatednorth of pier 601 (Tijsmanstunnel west), and is the second such facilityin the port area on the right bank of the river Scheldt. The Noordkas-teelpark waste disposal facility on pier 75 is an existing option there.Kallopark (pier 1103) and a bilge boat are already available on the left

18 Shipping & Ports / Inland Shipping International Transport Journal 15-16 2013

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Plans for a rather futuristic new airportin (!) the Thames estuary occasionallysurface in London (United Kingdom),whilst in Istanbul (Turkey) the deadlinefor the submission of tenders for a thirdhub is going to expire in the coming days,in Nantes (France) the building work for anew airport has begun and in Berlin (Ger-many) it seem it will simply never end.

The example of Berlin is being taken toan extreme by planners in Doha (Qatar),where the opening ceremony for Hamadinternational airport (HIA), which hadbeen postponed to 1 April, was called offonly a couple of hours before it was set tostart. The Middle Eastern project, whichwas designed to replace Qatar Airways’hub (DIA), which has become rather out-dated, is particularly ambitious (see box).It aims to emulate hubs in the country’ssouthern neighbour UAE.

There, the immodestly named WorldCentral airport was inaugurated in June2010. So far, it has only handled freight,albeit with fabulous growth rates, andwill now also open to passenger trafficnext autumn. 120 million passengers areset to take off and land on its five runwaysannually in future, in addition to 12 mil-lion t of airfreight.

Mattala Rajapaksa airport is located aslittle further to the east, but is also in theIndian Ocean and has already become afocus for three Middle Eastern airlines– Qatar Airways, Etihad and Emirates.The second international airport of theisland state of Sri Lanka was inauguratedon 18 March. The USD 200 million state-owned facility is scheduled to initiallyhandle 45,000 t of freight per year, ex-porting predominantly textiles and per-ishable goods. After expansion schemes

continuing to 2015 the annual capacity isset to be more than tripled. In the mean-time, IAG Cargo has announced that itwill restart flights from Sri Lanka – fol-lowing a 15-year break. From 15 April aBoeing B777 will serve the island threetimes a week from London, flying via theMaldives but only proceeding as far as thecapital Colombo.

www.mria.lk

Planned, built and (not yet) opened airports

New airports for the world of freightAt the same time as the implementation of a long-awaited airport project in the Ecuadorian capital of Quito (see page 22 of the Latin

America Special supplement to ITJ 13-14/2013, ), Sri Lanka has opened its second international airport. A grandly-announced event in Doha

(Qatar) has not materialised yet, in contrast. A look at construction plans, designed to address the expected boom in air transport.

The modern freight terminal of Doha’s new airport looks just as it was planned to look all those year ago – but the devil is in the operational detail.

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Global aviation interested in Texas

Capacity: 1.4 million t pa (DIA: 0.4 million t)Apron loading bays: 15 (0)Off-apron loading bays: 32 (20)Air-conditioned warehouse: yes(no)Automated warehousing system: full (half)ULD screening: yes(no)Veterinary station: yes(no)

www.ndiaproject.com

Plan for massive growth in Doha (HIA)

Turkish Airlines rolled out a direct con-nection between Istanbul and Houstonon 1 April. The flights, scheduled for fourdays a week, will be increased to six from3 July. This will provide more potentialto exchange goods between Europe andthe biggest city in Texas, thanks to thebellies of the Boeing B777-300ER aircraftthat will be deployed on the route. Theycan carry up to 58 t of freight.

The biggest airport of the local avia-tion system named after former US presi-dent George W. Bush was forced to post

a slight dip of 1.8% in freight volumes in2012, to come in at 438,000 t – after sev-eral years of steadily increasing figures. Itnow ranks 46th globally, 14th in the US,and it is the No. 2 hub in Texas.

It ranks behind the Dallas Fort Worthairport, which is placed 11th in the USand 36th globally thanks to slight growthof 1.4% to 602,000 t last year. It can bereached from 200 destinations from June,of which 52 are outside the USA.

The worldwide aviation industry is setto converge on Dallas, as Tiaca is hold-

ing its executive summit and AGM therefrom 16 to 18 April.

www.dfwairport.comwww.f ly2houston.com; www.tiaca.org

An extended USD 29 million fire-protectiontraining centre was inaugurated in Dallas atthe end of March.

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19International Transport Journal 15-16 2013 Aviation

20 Aviation International Transport Journal 15-16 2013

Nick Kroebl, Globe Air Cargo Switzer-land’s sales director, has announced theintegration of the company Sirius intoGlobe Air Cargo Switzerland – just intime for the latter’s 18th birthday. The

company started its activities as a generalsales agent (GSA) in Switzerland in April1995, then operating under the nameof Tristar Aviation. The firm, which isconsidered one of the country’s leading

GSSAs today, can now tap the cargocapacities of two additional airlines.What’s more, it has increased its person-nel through the acquisition of two experi-enced workforces and added office spacein two key locations in Zurich and Ge-neva. «Of course, this was occasion for anofficial opening party, which was held inFebruary with more than 100 customersin attendance,» Kroebl said.

The agency, which has been doingbusiness under its current name since itsintegration into the ECS Group in 2005and which has 18 employees at its own of-fices in Zurich and western Switzerland,also handles cargo from Bern and Baselairports. The most important airlines rep-resented by Globe Air Cargo are BrusselsAirlines, Etihad Cargo, Hainan Airlines,LOT and SAS.

The integration of Sirius has addedDelta Air Lines and TAP to this impres-sive list, enabling the agency to offer itscustomers more than 700 destinations.Kroebl closed by saying that «we now of-fer complete access to the global marketand are ideally positioned for the future.»

www.globeaircargo.ch

Globe Air Cargo Switzerland

Agents of growthGlobe Air Cargo Switzerland, the Swiss member of the global ECS Group (see also

ITJ 49-52/2012, page 15), integrated the company Sirius into its organisation earlier

this year, thus expanding its portfolio to include Delta and TAP.

Globe Air Cargo Switzerland’s Geneva and Zurich teams (right picture). Managing director HeinzBrütsch is 4th from the left in the right picture and sales director Nick Kroebl is on the right.

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Cargolux Airlines International recentlyoperated it first Boeing B747-8F revenueflight to Noi Bai airport in Hanoi, thusmaking the Vietnamese capital the 100thairport worldwide where a B747-8 haslanded. It was a mere 16 months ago thatthe Luxembourgian full-freighter opera-tor became the first airline to receive aB747-8F.

Richard Forson, Cargolux’s interimpresident and CEO, pointed out that theaddition of the 76th destination to the car-rier’s network «is the result of Vietnam’sdetermination to join the growing list ofcountries with 747-8-approved airports.»

Cargolux simultaneously increasedits cargo services connecting Hanoi tothe world to three weekly rotations on1 March. In addition to those flights, theairline also serves Ho Chi Minh City, animportant centre of trade and industry inthe south of the country, with one con-nection every week. «The third flight,as well as the subsequent introductionof the advanced B747-8F, with a higherpayload, underlines the commercial im-portance of Vietnam for Cargolux,» For-son added.

When the jumbo touched down at NoiBai airport, Brazil remained the onlycountry in Cargolux’s network with noairports certified for B747-8 operations.

Cargolux celebrated its 43rd anniver-sary early in March with yet anothermilestone – the delivery of its 25th B747F.Cargolux introduced the B747F in 1979,acquiring its first two B747-200Fs then.In 1993 Cargolux became the world’sfirst operator of the B747-400F, and lastbut not least, it ordered 13 B747-8Fs in2005. ah

www.cargolux.com

New road feeder servicesfor the Netherlands

The service provider Jan de Rijk Logistics,which is headquartered in Roosendaal,signed two important new contracts inMarch. First it extended an existing Eu-ropean road feeder service contract (RFS)with Singapore Airlines Cargo, whichmade the Dutch company Singapore Air-lines Cargo’s preferred supplier of truck-ing services at the latter’s main Euro-pean hubs at the airports in Amsterdam(Netherlands) and Brussels (Belgium).The company said that «the addition ofthe Singapore Airlines Cargo volumes isa positive development for Jan de Rijk inthe current cargo market and simultane-ously also a perfect fit for the company’sexisting extensive trucking network.»

Jan de Rijk has also extended its col-laboration with Air France-KLM-Martin-air Cargo. On 1 May it is adding RFSto and from Copenhagen, Billund (bothDenmark) and Helsinki (Finland) to itsexisting RFS between Amsterdam andMalmö (Sweden) for the Franco-Dutchcompany. www.janderijk.com

www.afklcargo.com; www.siacargo.com

Cargolux progresses to the next level

Cargolux’s Boeing was doused by a rainbow onlanding in Hanoi for the first time on 17 March.

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21International Transport Journal 15-16 2013 Forwarding & Logistics

With a product line called clinical express

exclusive, the service provider TNT Express

has been offering its customers a range of

packaging services for the global shipment

of clinical samples and test medications

for several years now.

The right packaging is an important partof a reliable delivery. It is the only wayto ensure from the very beginning thatpackages arrive at a recipient’s addressundamaged. TNT Express provides itscustomers with optimal packaging op-tions for just about any requirement.

With its clinical express exclusiveline the company offers services for theglobal delivery of clinical samples andtest medications for clinical studies. Fortemperature-controlled transport, vari-ous types of packaging guarantee thatthe shipment arrives safely at its desti-nation in a specified time frame underspecific temperature conditions.

The company’s clinical express exclu-sive line offers customers three packag-ing options, namely Medpak frozen,Medpak thermo and Medpak thermoIMP.

Expanded reefer transport servicesMedpak frozen is available in three dif-ferent sizes. With this solution, dry iceshipments taking up to 96 hours in tran-sit at temperatures as low as –79.5°C canbe carried out. Individual solutions inother temperature ranges are availableon request.

This complete packaging solutionconforms to the Iata DGR and ADRpackaging regulations P(I) 650 for di-agnostic samples (UN 3373, categoryB biological substances) and also Iata’spackaging guideline P(I) 904 for dry ice.

Medpak thermo, which is addition-ally available in three sizes, is suitablefor substances that have to be trans-ported in a temperature range between2°C and 8°C or 10°C to 25°C. For bothpackaging variants, optional calibratedtemperature loggers guarantee an exactrecord of a product’s temperature duringits time in transportation.

The positive customer response was anincentive for TNT Express to expand itsrefrigerated transport services to custom-ers in the field of clinical research. Notlong ago, the company started a shippingservice for investigational medicinalproducts (IMPs, or test pharmaceuticals)for clinical studies.

The company has expanded and opti-mised its existing Medpak thermo pack-aging system, in cooperation with a clini-cal research organisation, and has devel-oped special packaging for the shipmentof IMPs. Medpak thermo IMP fulfils therequirements for test medications whichare far more stringent than those for theexisting solutions.

A constant temperature for 96 hoursThe outstanding thermal characteristicsof the Medpak thermo IMP packagingare achieved through the use of vacuuminsulation panels in combination withcool/hot packs, filled with special phase-change material (PCM).

The packaging can maintain a tem-perature for more than 96 hours in a de-sired range. The interior of the Medpakthermo IMP has a volume of 24 l. Thepackages and all of the elements they con-tain are inspected and cleaned at regularintervals by trained personnel, enablingMedpak thermo IMP units to be reusedmany times.

With its clinical express network, TNTExpress has created a professional andeconomical service for secure expressshipping of diagnostic samples. In addi-tion, the express service provider offersits Medpak A solution, a packaging setespecially for secure shipping of suchsamples. The set ensures preferential andparticularly careful handling in TNT’sexpress network.

The secondary and external packag-ing is suitable for dangerous goods class6.2/UN 3373, category B infectious sub-stances. In combination with the second-ary packaging (pathopouch), the MedpakA meets the packaging requirements ofIata DGR and ADR P(I) 650.

Trained to intervene if requiredDue to the sensitivity and strict andspecial requirements of shipping in thefield of clinical studies, TNT Express hasestablished its clinical express centre, acustomer service network specialised inthis market operating in more than 50countries.

Employees are specifically trainedin every aspect of the supply chain forclinical studies. They inspect packagesthroughout the shipping process andtheir knowledge and authorisation levelsenable them to intervene immediatelywhen required.

www.tnt.com

Pharmaceuticals logistics • Packaging

Sensitive goods securely packed

The TNT Express packaging solution called Medpak frozen allows customers to carry out shipmentstaking up to 96 hours in transit at temperatures as low as –79.5°C.

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23International Transport Journal 15-16 2013 Forwarding & Logistics

Containers tower above the banks of theriver Main. Above them glides a cranewhich can move them safely from placeto place in no time flat, be it from a bargeto a truck, railcar or storage area. The tri-modal terminal in the Höchst industrialpark is abuzz with activity.

This terminal is where the entitycalled Contargo Industriepark FrankfurtHöchst tranships containers full of rawmaterials used for production in the in-dustrial park. Numerous products fromthe businesses located there also travel inthe opposite direction. The raw materialsdestined for further processing are trans-ported on barges bound for the westernports of Rotterdam (Netherlands) andAntwerp (Belgium).

Dangerous goods warehouseTwo simultaneous departures to thewestern ports are on the barges’ schedulethree times a week. And when the waterlevel in the Main is too low to permitshipping traffic, then the containers aretransported either by rail or overland byroad. «For the companies here at our lo-cation that are continuously in produc-tion, a high degree of supply security isindispensable,» said Andreas Mager, theterminal manager of Contargo Industrie-park Frankfurt Höchst.

His operation is organised into twoclear functional areas. The eastern termi-nal is dedicated exclusively to road-railtranshipment. The terminal has no stor-age area and dangerous goods must beshipped directly onward, out of the ter-minal. The western terminal, in contrast,is used mainly for barge transhipment,

which is due to the frequently consider-able quantities of raw materials arrivingat the terminal at once.

In addition there is a 7,800 sqm dan-gerous goods storage area directly next tothe quay, where containers are arrangedalong three access roads. The theoreticalstorage capacity is limited by the strictlegal requirements, however. Germany’sfederal emissions law (BImSchG) regu-lates precisely which materials may bestored together.

Not all classes permittedFurthermore, the permit for the storagefacility specifies the quantities of each in-dividual class of materials which may bestored there. Substances from dangerousgoods classes 2, 3, 4.1, 6, 8 and 9 may be

stored at the Contargo terminal in theHöchst industrial park. In addition, sub-stances in classes 1.4, 4.2, 4.3 and 5 maybe transhipped through the facility. Con-targo is not permitted to tranship highlyexplosive items (dangerous goods class1) and radioactive substances (dangerousgoods class 7).

Chloromethane and dimethyl sulphateAirbags needed in the production of auto-mobiles are one exception to the prohi-bition against handling explosive goods,but even airbags may not be stored at thefacility. Contargo’s permits, issued in ac-cordance with German emissions laws,have been unchanged since 2002. The

Intermediate storage of dangerous goods at Contargo’s facility in the Höchst industrial park

Flexibility in containersProducers of dangerous goods must adhere to numerous regulations when it comes to storage. Dangerous goods containers offer

added flexibility when a producer’s own storage capacity is exhausted. The Contargo trimodal container network operates a

terminal with storage areas in the Höchst industrial park.

A bird’s-eye view of the trimodal container terminal in the Industriepark Höchst near Frankfurt.

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continued on page 24

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24 Forwarding & Logistics International Transport Journal 15-16 2013

initial permit was issued to the companyHöchst in 1992, when it was still a goingconcern. It was the predecessor of Infra­serv Logistics and its subsidiary ContargoIndustriepark Frankfurt Höchst.

The storage capacities of the facilitydepend crucially on the quantity guide­lines specified by the government com­mittee that issued the permits. Storagecapacity for tank containers filled withclass 2 liquefied compressed gases is inparticularly high demand and is well uti­lised. Large amounts of chloromethaneand dimethyl sulphate are stored there,basic substances for further processingwhich are transported by barge to oceanports and onward to purchasers.

80% full – some free capacities«Storage in tank containers gives our cus­tomers flexibility. It lets them concentrateon their core business, production, andprevents them from being forced to stopproducing due to storage constraints,»Mager explained. If demand for storagespace for class 2 dangerous goods remainsstrong, Mager has his eye on expandingthose capacities in his terminal. «On thewhole, our capacity utilisation fluctuatesconsiderably, because most of the goodswe store are seasonal products,» he said.Among those products are pesticides pro­duced in the Höchst industrial park.

Permit guidelines also affect the waythe storage facility is designed. Prohibi­tions against storing certain goods togeth­er determine which goods can be storedin which row. Construction guidelinesrequire numerous safety measures, suchas a retaining basin for fire­fighting waterto prevent liquids from seeping into the

soil in the event of an acci­dent. These requirementsalso explain why only 20and 40 ft containers arewelcome in the storage ar­ea of the Höchst industrialpark – the dimensions ofthe sealed surfaces cannotbe utilised efficiently with30 ft containers.

Contargo’s containerstorage facility is cur­rently about 80% full oftank containers. Mari­time containers filledwith granulates and othersimilar goods play a sec­ondary role in storage.Often they are simplytranshipped. There is stillfree capacity, particularlyin classes 3 (inflamma­ble liquids), 6 (poisons),8 (corrosive substances),and 9 (all other substanceswhich are dangerous to move but whichdo not belong in any of the other classes).

More than just storageThe trimodal terminal can offer its cus­tomers a broad range of other servicesin addition to just storage. For instance,depending on the products they contain,containers outfitted with the right kindof technology can also be placed in coldstorage.

The terminal has the high­voltagepower connections required for suchcontainers, which is why, in addition tocontainer handling in the facility andstorage documentation, Contargo alsooffers temperature­controlled servicesfor stored containers. Customers may use

this service, for instance, if they want tostore goods which have to be introducedinto the production process at high tem­peratures and have to be heated up to90°C for about a day.

Protecting the high value of goodsAnother example also underscores justhow flexibly the facilities at the Con­targo terminal can really be used. Con­tainers can be chilled at any time for thetranshipment of goods which have to betransported in a strictly pre­determinedtemperature range. Mager closed by say­ing that «this enables us to protect thehigh value of sensitive goods.»

www.infraserv-logistics.comwww.contargo.net

A container being loaded onto an inland waterway barge.

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continued from page 23

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25International Transport Journal 15-16 2013 Forwarding & Logistics

Christian Fürstaller, the chief executiveofficer of the Augustin QuehenbergerGroup, offered this satisfied summary ofhis company’s performance last year. «Ina rather short period of time we achievedall of the targets which we set ourselveswhen taking over the two long-establishedcompanies Augustin and Quehenberger.We have an entirely new setup and arenow strengthening the firm to continueto grow». Augustin Network’s own fleetof vehicles was reduced by 100 trucks in2012, and Quehenberger Logistics was in-tegrated into the firm. This resulted in aslight loss in sales, which dropped fromEUR 413 to 401 million. Organic growthwithout this one-off restructuring effectcame in at 5%.

CFO Rodolphe Schoettel emphasised thata double-digit loss had thus been turnedinto an operating profit in just a few years.At the same time, more than EUR 70 mil-lion was invested in equipment, branchesand systems, in order to make the groupready for the future.

On course for growthThe group now has the right organisation-al, management and production structurein place. It runs 85 branches in 17 coun-tries between Spain and Russia. Its opera-tions are managed by two its two COOsChristian Braunstein and Klaus Hrazdira,and the company is managed operation-ally by its owners Fürstaller and Schoettel.The group is cautiously optimistic con-

cerning the current year. Overcapacitiesin the market will continue to keep pricepressures strong, even if the economy haspicked up again slightly. After completingthe restructuring, the group is strengthen-ing its growth, Fürstaller said. He expectsthe group’s sales figure to increase by4–5% in 2013. ra

www.augustin-quehenberger.com

Augustin Quehenberger Group

Cautiously optimisticThe Augustin Quehenberger Group, an Austrian logistics company which is based in

Strasswalchen near Salzburg, finally completed its restructuring after three and a half

years. It made a profit in 2012, and the company is optimistic for the current year.

Christian Fürstaller, CEO and co-owner of theAugustin Quehenberger Group.

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26 Forwarding & Logistics International Transport Journal 15-16 2013

Dachser improved againin financial 2012

The global logistics service provider Dachser reportednew all-time high figures in terms of both sales as wellas employees in 2012. The Kempten-based German cor-poration increased its 2012 revenues to EUR 4.41 bil-lion, which is 3.7% higher than the EUR 4.25 billionregistered in 2011.

The enterprise transported a total of 49.8 millionconsignments, weighing 37.5 million t overall, in 2012,which in turn is around 1% more than in the previousyear. The number of company-owned branch officesworldwide rose to 347 at the end of 2012, with 92 ofthem in Germany. Dachser employed a staff of 21,650people worldwide.

Dachser set initial growth impulses for 2013 with theacquisitions of the Spanish logistics providers Azkar andTransunion early in the year. Dachser aims to earn morethan EUR 5 billion in revenues (including revenues fromthese acquisitions as well as those expected from organicgrowth) for the first time ever in the company’s historyin the 2013 fiscal year. www.dachser.com

In briefMenlo Worldwide in Belgium. Menlo Worldwide Logistics, a global logisticssubsidiary of Con-way Inc, is continuing to expand its distribution centres inEurope by establishing a new 16,000 sqm facility in Genk (Belgium), in orderto provide warehousing, distribution and supply chain management services tomanufacturing and retail industries. The Genk centre can serve local customersand also supply Western European markets. www.con-way.com

New terminal for Norwegian post office. The Norwegian post office Pos-ten Norge has opened a new parcel and freight terminal in Fredrikstad, in thesoutheast of the country on the border to Sweden. The 8,500 sqm facility willbe used by the Norwegian post office and its freight unit, called Bring, to han-dle around 12,000 packages and 750 inbound and outbound freight shipmentsevery day. www.posten.no

Austrian post office. The Austrian post office Österreichische Post generateda turnover of EUR 2.3 billion and earnings before tax and interest (ebit) of EUR182 million in 2012. Both of these figures represent an improvement of 9% vis-à-vis 2011. The company’s ebit margin came in at 7.7% in 2012. www.post.at

Poste Italiane. The Italian post office Poste Italiane generated revenues of EUR24 billion in the last financial year, representing an increase of 9% vis-à-vis theprevious year. The company said that it had made a net profit of EUR 1.032 bil-lion in the year under review. www.poste.it

Stef reports good result. The French reefer transport and logistics group Stefimproved its sales for 2012 by 9% in comparison with the previous year, report-ing a figure of EUR 2.5 billion. Its net profits rose by 6.4% compared with 2011,coming in at EUR 55.5 million. www.stef.com

Kuehne+Nagel to serve Globus in Russia. Globus, a chain of departmentstores doing business in Germany, Czechia and Russia, has selected the globallogistics enterprise Kuehne + Nagel (K + N) as its logistics partner in Russia.K + N will supply Globus shops and manage imports from Bulgaria, China, Ger-many, Italy and Thailand. K + N will also be in charge of all customs clearanceactivities for Globus in Russia. www.kn-portal.com

Dachser transported almost 50 million consignments in 2012.

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GW gearing up for the future in WelsThe Austrian transport and logistics enterprise GebrüderWeiss is preparing for the future by building a new ter-minal at its Wels branch, near Linz (Austria). A modern9,300 sqm logistics complex with another 3,800 sqm ofoffice space will be constructed next to its existing 18,000sqm warehouse. The terminal will open for business earlyin 2014. www.gw-world.com

Agility pleased with resultsThe logistics firm Agility reported a net profit of KWD9.6 million (EUR 24.5 million) in Q4/2012, an increaseof 179% over Q4/2011. Q4’s revenues stood at KWD384 million (EUR 1.046 billion), an increase of 9% overQ4/2011. Net profits for the year to 31 December 2012were KWD 34.3 million (EUR 93.5 million), an increaseof 27% over 2011. Revenues grew by 7% to KWD 1.4billion (EUR 3.82 billion). www.agilitylogistics.com

27International Transport Journal 15-16 2013 Forwarding & Logistics

DB Schenker Logisticsimproving in UkraineDB Schenker Logistics, the German staterailway Deutsche Bahn’s transport and lo-gistics service provider, headquartered inthe city of Essen in the German state ofNorth Rhine-Westphalia, is expanding itsservices in Ukraine.

The company has leased additionalcapacity in a new multi-customer ware-house, located in Belogorodka, 7 kmfrom the Kiev ring road in the Amtel ter-minal. The 45,000 sqm modern logisticscentre has a ceiling height of 12 m, anti-dust flooring and a cross-docking system.There are parking lots for 60 trucks and120 cars.

The complex also boasts 3,500 sqm ofoffice buildings. To start with, DB Schen-ker will use 3,100 sqm of the facility it-self, with the opportunity to grow furtherand serve customers from the consumergoods, electronics, chemicals and auto-motive industries. A further 600 sqm willbe used for office space.

www.dbschenker.com

TNT Express planningto cut 4,000 jobsTNT Express has presented details of itsstrategy to improve profitability by 2015.The Dutch CEP and logistics provider,headquartered in Hoofddorp, near Am-sterdam, is planning to cut 4,000 jobsover the next three years. The corpora-tion currently employs around 69,000people worldwide.

As was announced earlier this year, thecorporation is set to reduce its exposureto fixed intercontinental air capacity aswell as sell inland activities in Brazil. Thesame measure – shedding capacities in theroad haulage segment – has already beencompleted in China in the meantime.The measures should cut costs by EUR220 million by 2015. And last but notleast, TNT Express will also adjust its in-frastructure and merge depots in certainmarkets and regions. These restructuringmeasures are expected to cost approxi-mately EUR 150 million overall throughto the year 2015. ra

www.tnt.com

In briefUPS in Vietnam. The US integrator, parcelsand logistics corporation UPS has said thatit recently became the first global expressdelivery company to wholly own a subsidiaryin Vietnam, following its acquisition of the49% stake that the Vietnamese post officeowned in VN Post Express, the partners’joint express delivery venture that wasestablished in 2010. UPS already owned theother 51% of the shares. www.ups.com

www.vnpost.vn

Alacat. The 30th annual congress of theFederación de Asociaciones Nacionales deAgentes de Carga y operadores internacion-ales de América Latina logísticos y el Caribe(Alacat), the association of freight forward-ers in Latin America and the Caribbean, willtake place in Guayaquil (Ecuador) from 20 to22 May this year. www.alacat.org

U-Freight. The U-Freight Group, a HongKong-based logistics enterprise, has im-proved its coverage of China’s coastalregions by moving its Xiamen office to anew airport location. www.ufreight.com

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Since 2 April the Munich branch of theinternational logistics company Kuehne+Nagel, has been a systems partner of thegeneral cargo cooperative 24plus. K+NMunich has already been operating as anin-bound 24plus partner since 1 October2012, and is now taking over the distribu-tion of general cargo and the collectionof procurement logistics shipments in thegreater Munich area for the network.

The move came about because the for-mer Munich-based 24plus partner, ABCLogistik München, withdrew from thenetwork at short notice on 30 Septemberof last year.

Following a six-month transition pe-riod, the local K+N branch has nowintroduced general cargo into the 24plusnetwork. This includes both its owngeneral cargo customer shipments fromthe area around the Bavarian state capi-tal, and also international shipments,particularly from southern Europe andTurkey. In exchange, the 24plus partner

is able to use the depot asan international gatewayto the southern and south-eastern Europe. «We’repleased with the overalldevelopment of our pres-ence in Munich,» 24plusmanaging director PeterBaumann explained. «Byincluding shipments fromboth parties we’ve gaineda high-volume partnerthat not only supportsour regional activities, butalso enriches our network with interna-tional connections.»

Wolfgang Herrling in turn, the head ofoverland operations for the southeasternregion (Bavaria) at K+N, explained thebenefits for his company by saying that«as a 24plus partner, we have access to aqualified network through which we canprocure and distribute goods throughoutGermany.» Three of the international lo-

gistics company’s branches – includingthe one in Munich – are now part of the24plus alliance. At the beginning of Sep-tember 2012, K+N’s Lichtenfels branchin northern Bavaria joined the 24plus co-operative network. K+N Stadtallendorf(Hessen) has been a member of the net-work since September 2001. ah

www.24plus.dewww.kn-portal.com

K + N Munich becomes a system partner for 24plus

Gateway to south-eastern EuropeFollowing a six-month transition phase, Kuehne + Nagel Munich has

now introduced its general cargo business into the 24plus network.

This includes its own general cargo shipments from the region, as

well as shipments from southern Europe and Turkey.

The 24plus alliance is banking on K + N from now on in Munich.

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New Kehl–Rotterdam service introduced

Express. H&S now offers a twice-weeklyservice between the cities of Kehl (Ger-many) and Rotterdam (Netherlands),both on the Rhine. The Waalhavenarea of Rotterdam is also served via the

RSC Terminal, as are the main ECTDelta, APMT and Euromax terminals.A spokesperson for H&S said that «themove has been designed to round offour multimodal transport service in theKehl/Strasbourg area».

The company already offers its BlueArrow Line service, with three bargesailings a week to and from Antwerp andRotterdam, serving the Kehl, Strasbourgnorth and Strasbourg south terminals,as well as its Alsace Flanders Expresshigh-frequency rail service, which runsfive times a week from the Strasbourgnorth terminal to the sea ports of Ant-werp and Zeebrugge.

www.hs-containerline.com

VTG on track for growthThe German company VTG Aktien-gesellschaft, one of Europe’s leading wag-on hire and rail logistics companies whichis headquartered in Hamburg, improvedits group turnover by 2.3% to EUR 767million in 2012, compared to 2011. Its op-erating result (ebitda) increased by 3% toEUR 174 million, thereby achieving themiddle point of the range it forecast inFebruary 2012. VTG expects all three ofis divisions (wagon hire, rail logistics andtank container logistics) to develop posi-tively in 2013, and is predicting turnoverof approximately EUR 780 to 830 millionfor the year, as well as an ebitda of aboutEUR 180 to 190 million.

www.vtg.de

28 Road Haulage / Intermodal International Transport Journal 15-16 2013

The multimodal transport provider,H&S Container Line, which is head-quartered in Duisburg, has introduced anew service under the name Black Forest

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30 Road Haulage / Intermodal International Transport Journal 15-16 2013

On 12 March BLS celebrated the 100thanniversary of the Lötschberg railway.Shortly thereafter, however, the compa-ny had to accept that DB Schenker hadswitched service providers on the Got-

traction services on the Basel/Singing toGallerate/Chiasso and Basel to Domo-dossola routes.

Bernard Guillelmon, the chairmanof BLS, provided the concrete numbers,namely ten pairs of trains daily, whichequates to a loss of 5,000 out of 6,000trains annually on the Gotthard routethat are provided by BLS. Guillelmon ex-pressed his doubts as to whether the DBSchenker contract would be profitable inthe given conditions. The route chargesare the same for all providers, only labourcosts offer some degree of flexibility.

Guillelmon knows what he is talk-ing about, having been in charge of op-erations and infrastructure at SBB from2001 to 2007. BLS is considering a com-

plaint to the monopolies commission.Daniel Bürgy of SBB Cargo rejected thedumping allegations, however, statingthat «We can’t afford to make that kindof a mistake.» His CEO Nicolas Perrin isconvinced that his company will be fine.«We’ll prove ourself through our perfor-mance.»Although BLS calls it a new «focus on

Change of service provider in transalpine railfreight sector

Drama at the GotthardThe announcement of a cooperation deal between DB Schenker and SBB Cargo on the

Gotthard route, to commence when the timetable changes in December, was accompa-

nied by the news that BLS is to remain DB’s partner at least on the Lötschberg route.

DB Schenker Rail locomotives hauled BLSCargo trains across the Gotthard in 2013.

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thard route. The additional volume forSBB Cargo is significant. Daniel Bürgy,sales manager at SBB Cargo, said thatit adds up to «several thousand trains ayear,» all of which need operational and

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profitable traffic,» the bloodletting due to the lost con-tract is considerable, with around 70 to 80 jobs hav-ing to go. These include around 50 to 60 engine driversbased in Erstfeld and Bellinzona/Chiasso. It is possible,however, that some of them may be deployed as enginedrivers on the Gotthard route in 2014 – as new employ-ees of SBB Cargo.

In the first stage, however, SBB will utilise existingstaff in Ticino better, where there is excess capacity, ac-cording to SBB spokesman Christian Ginsig. The com-pany has also not ruled out hiring train drivers fromoutside Switzerland. The Swiss railway and transportworkers trade union (SEV) describes this possible sce-nario as the «horrible side of liberalisation.» DB Schen-ker’s argument for the change is that it is in the interestof diversification in Switzerland, but such an argumentis too finely spun. It is obvious that the switch was trig-gered by a price war. BLS Cargo has been in the red since2010. It had to write down losses of CHF 1.85 million inthe last financial year and posted losses in its executionof the last DB Schenker contract. After extensive nego-tiations it declined to make DB Schenker Rail an offer.

The cooperation agreement with SBB Cargo is alsosurprising as DB Switzerland Holding owns 45% of thestock of the firm BLS Cargo. Thus BLS currently «sees aneed to reassess and reorganise the terms of our partner-ship.» cd

www.blscargo.ch; www.sbbcargo.com

In briefCanada upgrading border crossings. The Canadian government is investingEUR 65 million in upgrading three border crossings, to increase capacity forcommercial traffic and minimise waiting times, whilst simultaneously strength-ening security. The three centres affected are the Lansdowne border crossing,which connects northern New York with southeastern Ontario, the Emersoncrossing, south of Winnipeg, and the so-called North Portal crossing on high-way 39, the main Canada-US border crossing in Saskatchewan. (ben)

www.canada.gc.ca

Customs union to reorganise road haulage. The Russian, Belarusian andKazakh customs union may cancel permits for road haulage in the association.The Belarusian vice-premier Mikhail Rusyi reported on talks with Kazakhstanthat were conducted recently, with the aim of increasing the volume of goodscarried to and from Kazakhstan. The Belarusian transport ministry expects tomake progress on the issue this year. http://news.belta.by/en

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32 Packaging International Transport Journal 15-16 2013

Shippers face two challenges when ship-ping industrial equipment. The size andshape of the packages, and the climat-ic conditions during the sea passage.Addressing both challenges requires so-phisticated packaging that protects theproduct whilst at the same time facilitat-ing the transport.

Expert knowledge is required to meetthese challenges. So the Zufall LogisticsGroup works together with expert part-ners. Four years ago, the forwarding andlogistics service provider headquarteredin Göttingen (Germany) deepened itsrelationship with the Kassel-based in-dustrial packaging company Kopack,based on many years of successful col-

laboration and trust, and signed a firmcooperation agreement. Because thepartners combine their expertise theyare in a position to transport anythinga customer wants to move, from antiquefurniture in the USA to a 30 t stove toChina.

A single contact«The collaboration has the great advan-tage that customers have one single pointof contact in the firm,» Annette Otte,head of sea freight exports for Zufall inGöttingen, explained. «We stay close tocustomers throughout the process, fromthe first enquiry until the goods arriveat their frequently distant destination.»

Kopack manager Marcus Kowal con-firms this, saying that «customers expe-rience this as a cooperative endeavourbetween two close partners. Because weoperate as one entity the number of in-terface points with the customer is re-duced and the process is transparent andefficient.»

The processes followed by the for-warding company and the logistics andpacking services provider are smoothand always follow a pre-determinedpath, regardless of whether the partnersare dealing with a wind tunnel beingshipped from Göttingen to Houston(United States of America), or a testmodule being hauled from Nordhausento Nagoya (Japan). The Zufall LogisticsGroup is always in charge of managingthe entire operation.

Made to measureIt all starts with a joint visit by Kopackand Zufall representatives to a customer’spremises, where they examine the cargothat is to be shipped. «That’s where wemake an initial estimate and decide onthe mode of transport,» Kowal, whoheads Kopack, said. And that is when itbecomes apparent whether the cargo fitsinto a 40 ft container, in which case it isstowed professionally and secured for thelong journey.

If not, the cargo is considered uniqueand a Kopack carpenter makes a brandnew huge wooden crate – made to meas-ure packaging. Kopack then makes a

The overseas transportation of industrial plant equipment

Safely stowed in wind and wavesShipping industrial equipment safely is one of the shipping industry’s high arts. It is not only about accurately managing a chain of

complex processes, but the freight has to be made ready for transport, securely packaged and protected against corrosion. To meet

these challenges, the Zufall Logistics Group and the firm Kopack Industrieverpackungen have signed a cooperation agreement.

The first few metres of a consignment headed for China. A 30 t stove, packed by Kopack, sets off ona Zufall lorry.

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33International Transport Journal 15-16 2013 Packaging

packing list based on the cargo detailsthat have been assembled. The data in-cludes the size and weight of each con-signment, including packaging, and eachunit is numbered. On the basis of thislist the Zufall Logistics Group specialistsdecide which and how many transportunits and specialised vehicles are needed.

Packers receive cargo unpacked«We pick up no less than 85% of thegoods unpacked, and bring them hereto Kassel,» Kowal, managing director ofthe private company Kopack Industriev-erpackungen Kowal, which has been inbusiness for five decades. In any case itis usually not possible to pack the cargoat the customers’ premises, because theright forklift or the required loadingequipment may not be available.

Most goods thus cover the first fewkilometres of their journey unpacked.For this trip all the secure loading rulesare applied, including the use of anti-slipmats, stretchable straps and chains. Thereal packing is done at the Kopack site inKassel, however. This can be a sensitiveissue for customers. But the joint ven-

ture partners have two trump cards uptheir sleeves – trust and experience. TheZufall Logistics Group and Kopack haveearned the confidence of their customersover many years of reliable operations.«It takes years of in-house training topack and transport heavy cargo weigh-ing 40 or 50 t, it,» Kowal, himself a pro-fessional packager, said.

There are no formal training coursesfor how to handle heavy cargo. Anothermeasures that inspires our customers’confidence is that they may accompanytheir cargo from their factory to Kassel.

Wrapped in aluminium foil«We always offer our customers a ride,»Kowal elaborated. In any case, they arepresent when the cargo is lashed on thetruck, and can explain to the profes-sional loaders just where the straps cansafely go without damaging the cargo.

Once the goods have arrived in Kas-sel, it is the packers’ turn. Thanks totheir experience and flexibility, Kopackemployees always find a way to packeven the most bulky and oversizedgoods. And for the longest leg of the

trip, by sea, they are always required totake special precautions. Many typesof goods require special packaging fortransportation by sea, to give themcomprehensive protection from corro-sion. Therefore Kopack employees wrap

continued on page 34

Zufall Logistics Group consists of the firmsFriedrich Zufall GmbH & Co KG InternationaleSpedition, Axthelm + Zufall GmbH & Co KGInternationale Spedition, Transland SpeditionGmbH, Logistec Logistics, Management &Consulting GmbH, Distribo GmbH and Navis-Zufall GmbH. The Zufall Logistics Group, atotal logistics service provider, is representedat ten locations in Lower Saxony, Hesse,Thuringia, Rhineland-Palatinate and NorthRhine-Westphalia (all Germany) by around1,800 employees. The Zufall Logistics Groupis a partner in various transport networksin Germany and Europe, such as SystemAlliance, System Alliance Europe, System Plusand Night Star Express.

www.zufall.de

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34 Packaging International Transport Journal 15-16 2013

nearly all of the cargo in aluminium foil, combined with a desiccantor with corrosion-protection paper approved by the German Chemi-cal Industry Association (VCI). «If we use aluminium foil, we offerup to 60 months corrosion protection guarantee,» Kowal said. Onceall the parts are protected against the aggressive sea air the time hascome for the equipment to be packed and the containers stored, orloaded on to trucks.

For this last step the packing company uses pallets, transport trays,crates and boxes amongst other things, to secure each individual pack-age optimally. Kopack usually has just a few hours to complete theirjob before colleagues from Zufall take over the packed consignment.

Often Zufall employees help with packing. They too have manyyears of experience and knowledge in this field. The cooperation be-tween shipping and packing company is based on the two-man rulethroughout. «We take photos during the packing process if a customerrequests this, which will help the recipient plan the unpacking opera-tion,» Otte explained.

Special oversized cratesIf 40 ft containers do not provide enough space, Kopack carpenters areagain called upon. A very large crate is made to measure for transport-ing special goods by sea. All the carpentry work is done in very specialwood that is heat-treated according to the IPCC/ISPM 15 standard.The process is designed to prevent the Sirex woodwasp (Sirex noctilio),which was introduced to other continents from Europe, from doingyet more damage to local timber plantations. The aim is to prevent

stowaways smuggling themselves into recipient coun-tries. The measures ensure that only those items thatare intended for the destination country are actuallytransported there.

Once all the goods are tied to a vehicle speciallyselected for the purpose, and well secured, the Zufalldrivers take the special cargo to the loading port, whereNavis-Zufall Hamburg, another decades-old joint ven-ture, takes over. The colleagues from Hamburg monitorand check both the loading at the port as well as theship’s passage. If the goods were packed by outsize pack-aging specialist Kopack, then the work at the terminal israrely routine, as the shape and size of the huge woodenboxes require a high degree of skill.

Zufall additionally deals with customs formalitiesand other legal issues, as well as, once again, with sched-uling issues, if necessary. «We pay meticulous attentionto the schedule that is individually designed for eachcustomer, and ensure that packing, loading, shippingand delivery are carried out according to plan,» saidOtte.

All the threads remain in Zufall’s handsThe last leg of the journey, the transportation from theoverseas port to the receiver, is handled at the port ofdestination by an agent or partner appointed by Navis-Zufall. But all the threads continue to run together inZufall’s sea freight department. Even if the equipmentis on the last few kilometres of local roads, the trans-port consultant is in a position to advise customers ofthe exact whereabouts of the cargo. «We monitor theentire transport process, and our customers can focuson erecting the equipment at site and making it opera-tional,» Otte, a sea freight expert herself, elaborated onthe benefits of the joint venture.

continued from page 33

Kopack Industrieverpackungen Kowal GmbH & Co KG developscustomised packaging concepts and provides on a worldwidebasis goods storage and transportation services – often incollaboration with the Zufall Logistics Group. Kopack wasfounded in 1965 as a subsidiary of the firm Deutsche TailleurGesellschaft, and has since become an important player in thepackaging industry. Today, the family business is managed byJohannes Kowal and his children Marcus and Angela. JohannesKowal took over Kopack from the founders in 1985 and es-tablished it as an independent company. The firm handles andpacks cargo weighing up to 50 t, on more than 22,000 sqmof warehousing space. Kopack employs a staff of around 60people. www.kopack.de

Kopack Industrieverpackungen Kowal in a nutshell

Aluminium is used to protect the goods against the corrosiveeffects of sea water.

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35International Transport Journal 15-16 2013 Packaging

As soon as the subject of food safety isdiscussed in connection with industrialpackaging made of plastic, the focus ofthe conversation usually turns to the ma-terial used. One reason for this is that in-ternational legislation clearly states whatproperties the material should have. Italso excludes certain substances, stipu-lates testing methods and sets limits, forexample for permissible migration.

In actual fact, however, focusing purelyon the material largely ignores the require-ments of today’s market. And is inadequatewith regards to current industry standards,according to Schütz. The guidelines of theUSA’s foodanddrugadministration (FDA)and those of its European counterparts are

limited to minimum requirements. Thenewly-defined Schütz foodcert standard,on the other hand, more than meets thecurrent requirements of the food indus-try. According to Schütz the company notonly guarantees material safety, but alsocomprehensive product and process safetythroughout the supply chain.

Schütz certifying all production plantsSchütz foodcert industrial packaging,such as intermediate bulk containers(IBCs) and drums, not only complieswith all the international food legislationprovisions, but also includes a number ofadditional features to minimise risks, isproduced just-in-time to customer speci-

fications, and is fully traceable. Againstthis background, Schütz is gradually cer-tifying all of its production plants aroundthe world in accordance with the latestindustry standard, food safety system cer-tification 22000 (FSSC 22000), based onISO 22000, in conjunction with PAS 223.

www.schuetz.net

The packaging company Schütz GmbH & Co KGaA

Maximum food safetyAs a manufacturer of packaging for the food industry, Schütz certifies its factories around

the world in accordance with the food safety system certification 22000 standard (FSSC

22000). Comprehensive food safety is thus guaranteed, far beyond legal requirements.

Schütz employees wear protective clothing inaccordance with hygiene regulations.

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o:Sc

hütz

KIFA AG, Kapellstrasse 6, CH-8355 Aadorf | Märstetten | Uzwil | Telefon 052 368 41 21 | www.kifa.ch

VerpackungKomplette, komplexe Verpackungen gehören zu unserenStärken – von Spezialanfertigungen bis zur Serie. Wir bietendas optimale Kosten-Schutz-Verhältnis, damit Güter unbe-schadet ankommen.

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Exportverpackungen ● Kisten ● Verpackungskonzepte ● Kartonboxen ● Korrosionsschutz-Systeme ● www.egolfverpackungsag.ch

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Wir entwickeln Verpa-ckungskonzepte, bauenKisten, verpacken IhreProdukte, lösen Kapazi-tätsprobleme, entlastenIhre Resourcen und scho-nen Ihre Nerven.

ZürichWürenlosOberentfeldenBirrKleindöttingen

36 Customs International Transport Journal 15-16 2013

Import goods into and exporting them

from Switzerland to other countries can

cost a great deal of time and money.

Swiss Post offers shipping solutions

which reduce customs and VAT

formalities to a minimum.

Anyone importing goods into Switzer-land, or exporting freight from Swit-zerland to other countries, understandsthat a shipping solution which relievesthem of customs formalities is veryworthwhile. Swiss Post now offers suchshipping solutions, thereby reducing thetime spent on customs and VAT formali-ties to a minimum. The service appliesto both small consignments, as well asto general cargo and partially and fully-loaded trucks.

Swiss Post collects general cargo itemsfrom customers and forwards them to theborder. The Swiss Post partner responsi-ble for the destination country then deliv-ers the goods to the recipient. The supplychain runs in the opposite direction fromabroad. In between the two there is cus-toms clearance, which in both cases is or-ganised by Swiss Post. The customer doesnot get involved. Patrick Maier, head of

international business at Swiss Post logis-tics, the Swiss Post division in charge ofthis activity, said that «one major advan-tage of our service is that customers haveone point of contact for the entire supplychain, which is highly appreciated.»

Parity with EU suppliersAs an authorised recipient and sender,Swiss Post undertakes the customs clear-ance of general cargo directly at the bor-

der or at any location in Switzerland.Long waiting times and the unnecessarytranshipment of goods can therefore beavoided. When exporting goods to theEU, Swiss Post customers benefit froma significant advantage. «Our customersare treated just the same as EU suppli-ers, and are therefore able to supply theirgoods using simplified VAT processes,»Maier explained.

www.post.ch/verzollung

Customs clearance solution from Swiss Post

One point of contact for all business

Swiss Post handles customs clearance formalities for its customers too, amongst many other services.

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Customs processing requires correct terms and linguistic precisionThe world’s customs authorities remainan important factor in the supply chain.The 27 member states of the EU aloneprocessed goods worth EUR 3.3 trillionin 2011. To this end, 245 million customsauthority processes took place – 8.9 everysecond. All this entails a great amountof logistics work that is frequently under-estimated. For if goods are not correctlymarked or documented, then they willnot pass through customs at all and, inthe worst case, contractual penalties mayeven be levied.

It is thus absolutely essential for aninternational logistics enterprise that thecustoms documents it submits are notonly complete, but above all also cor-rectly translated. Even a small mistake,for example when translating abbrevia-

tions, can result in a problem. Thus evermore logistics companies make use of theassistance of professional translators.

Shippers expect their logistics partnersto have a firm grasp of customs regula-tions, starting with a detailed descriptionof the goods and also covering thingssuch as certificates of origin, suppliers’declarations or specialised documents forthe export of hazardous goods. So thefirst hurdle has to be cleared even beforethe goods are dispatched – the translationof all the important papers.

Even experienced companies make useof a customs dictionary for special freightterms. As Frédéric Ibanez, the owner ofthe Alphatrad translation agency, pointsout «customs and international trade ischaracterised by a terminology all of its

own.» He employs around 3,500 transla-tors worldwide, each of whom is a special-ist in a field – such as logistics. Abbre-viations and 1:1 translations are typicalsources of mistakes, he adds, frequentlyresulting in serious misunderstanding.

Claudia Kofler, of the Swiss companyCamion Transport, knows about prob-lems that can arise from her own practi-cal experience. «Internally, we use many atechnical term that cannot be taken over1:1 for a translation into the French spo-ken in France. The language as it is usedin the French-speaking parts of Switzer-land, for example, doesn’t always corre-spond to official usage. Every translatorhas to bear factors like these in mind.»cd

www.alphatrad.comwww.camiontransport.ch

Finland and Sweden together account for56% of the global production of paperand cardboard. The demand for timberlogistics is equally high and is, in themain, handled by trucks.

Timber taken by rail to the portThe Swedish railfreight company hasnow brought an open wagon known asa cassette into use, which can be used totransport long pieces of timber. This newmeans of transportation has a capacity of100 t per wagon and allows for a reduc-tion in truck traffic to ports.

The port of Gothenburg has not beenable to handle and store cut wood untilnow, although it deals with the exportof around one third of Sweden’s forestry

products. Now there is the possibility oftransporting timber to the port in theseopen cassettes and to load it directly ontoro-ro ships for export.

Industry interestedStig-Göran Thorén is in charge of busi-ness development at the port of Goth-enburg and is the contact there for largeSwedish timber industry companies suchas Holmen, Billerud, Arctic Paper, Södraand Smurfit. There are plans to build afacility to handle timber in the port. Therail connection, however, has not beenestablished yet and hence there is no op-erating company for it yet either.

RPG Logistics has opened a multi-modal terminal near the port of Goth-

enburg for forestry products covering20,000 sqm, where it plans to transfertimber to containers. One world-marketleader – the Finnish-Swedish Stora EnsoGroup – already uses the new wagon toexport timber to the United Kingdomand Zeebrugge (Belgium). cd

www.rpg-group.comwww.portofgothenburg.com

Logistic solutions for Nordic timber

Transport in open wagonsThe export of timber is a permanent topic of debate in the Nordic countries. A number

of solutions are being tested so that timber logistics can be as ecological as the product

itself. They use rail transport to the port and the ship rather than trucks.

Finnish timber is one of the country’s main exports.

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37International Transport Journal 15-16 2013 Forest Products

38 Nordic Countries International Transport Journal 15-16 2013

In March 2013 a Swedish-German con-sortium, which consisted of Skanska,Sweco, Bergab and Coninco, presented anew feasibility study for a 100 km railwaytunnel running all the way from Sweden’scity of Trelleborg to the German city ofStralsund. The examinations, which werepartially based on previous studies forthe extraction of oil and gas for a pro-ject called the shortcut did not reveal anyparticular geological or geohydrologicalproblems. The Baltic Sea has a depth ofonly 40 m in this area. The study wascommissioned by large-scale Swedish in-dustrial companies.

One of many alternativesPaper producers, in particular, are not sat-isfied with the priority accorded to andthe reliability of transit traffic throughDenmark, and consider their ability tocompete to be at a disadvantage. Railwaytraffic is consistently losing market sharesto truck haulage. In Sweden there is alsoanger over Danish reservation concern-ing the building of a tunnel under theÖresund, between Helsingborg and Hels-ingør, the so-called HH tunnel.

So far, the route conflicts betweencargo and passenger trains cannot becircumvented on the Öresund bridge be-tween Malmö and Copenhagen. A tun-nel under the Fehmarnbelt between Den-mark and Germany will also not change

anything about this, as the bottleneck inthe north will continue to do its damageunchanged.

The estimated EUR 20 billion neededto finance the longest railway tunnel inthe world would be provided by Sweden’sindustry and the Swedish state. Thiswould allow the new connection to pro-vide passenger trains in addition to cargoservices. Co-financing is also expected tobe provided by Norway.

Jürg Streuli

Tunnel project for freight trains being examined

World’s longest railwaytunnel under the Baltic Sea?

A direct rail link under the Baltic Sea?

Map

:J.S

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i

John Deere honoursWallenius WilhelmsenJohn Deere, one of the world’s largestindustrial companies and machine sup-pliers for the agricultural and forestry in-dustries, honoured its supplier and coop-eration partners in March. The company,which last year celebrated its 175th an-niversary, said that it procures goods andservices worth approximately USD 21 bil-lion from 30,000 suppliers in 65 coun-tries every year. This year, at an event inDavenport IA, service providers in JohnDeere’s supply chain were honoured,those firms that the company believeshave particularly stood out with theirservices. Wallenius Wilhelmsen Logistics(WWL) was welcomed as a partner-levelsupplier for cooperation in 2012, and en-tered the supplier hall of fame of the JohnDeere service programme.

This status is granted to a those firmsthat are John Deere cooperation partnersand have been active for five years. Thepartner level is the highest rung in theladder that a supplier to the John Deeregroup can climb. In addition to servicequality the commitment of the partnerto consistent improvements is also as-sessed. An annual assessment forms thefoundation for the selection of the corpo-ration. WWL was honoured for its goodcooperation in the field of sea freight, aswell as for land-based logistics services.John Deere has selected an average of ap-proximately 200 of its suppliers and co-operation partners for awards in variouscategories annually since the year 1992.

cdwww.deere.com

www.2wglobal.com

Swedish steel via Oxelösund and AntwerpThe steel group SSAB processes almost6 million t of steel of various strengthsevery year at its sites in Sweden and in theUSA. Approximately 38% of the overallproduction is made up of high-strengthsteels, which makes the group a leaderin this global market. In February, SSABgranted Agility a contract to handle itsheavy-plate export shipments. Under atwo-year contract the logistics serviceprovider will transport goods in this SS-AB export segment to 9,000 destinationsworldwide, via the port of Oxelösund

(Sweden). Both Maria Weibull, logisticsmanager at SSAB, as well as Hans Berg,director for business development ofAgility Nordics, have high expectationsfor this cooperation deal.

SSAB, which operates plants in Ox-elösund, Borlänge and Luleå in Sweden,also extended an existing ten-year con-tract with the port of Antwerp by a fur-ther two years, to the end of 2014, at thebeginning of April. SSAB uses the portas a hub to export steel products to theEuropean hinterland as well as to North

America. Its on-site cooperation partnersare Thor Shipping & Transport and Ant-werp Stevedoring International (ASI), adivision of Wijngaard Natie. ASI special-ises in handling, warehousing and distrib-uting steel products.

SSAB has handled approximately 2.2million t of steel in the port of Antwerpover the past ten years, making 50 to 60calls at the port annually. Approximately7 million t of steel are handled by the portevery year. cdwww.agility.com; www.portofantwerp.com

39International Transport Journal 15-16 2013 UK / Ireland

Maritime ports in the United Kingdom are

in the process of equipping themselves

for the future. The port of Felixstowe, for

example, is planning to double its capaci-

ties for the transportation of goods to its

hinterland by rail this year.

There is tremendous pressure on Eng-lish ports to remain competitive afterthe opening of the new London Gate-way deepsea port, scheduled for the endof this year. The Felixstowe hub in EastAnglia, currently the most importantcontainer port in the country, is thus in-vesting particularly heavily in renewingits infrastructure.

The operator of the facility, HutchisonPort Holdings (HPH), has put plans toexpand the terminal capacities in the hubaside for the time being, on account ofpoor market conditions. But in the field

of intermodal consignments the situationis completely different. Volumes in thissegment rose by around 10% last year.To do this growth justice the port ofFelixstowe is now planning to complete athird railway terminal by summer, whichhas been designed to handle trains up to35 wagons long.

This third terminal has already startedto take shape, with the arrival at the endof March of three state-of-the-art railmounted gantry cranes (RMGs). Theequipment, manufactured by Liebherr inIreland, will span the new nine-track railterminal, making them the biggest inter-modal rail terminal cranes in the UK. Allthree terminals together will offer cus-tomers the use of a total of 20 railtracks.

The port of Felixstowe operates 58 dai-ly train arrivals and departures, handlingmore than 800,000 teu annually. The newterminal will more than double the cen-tre’s rail handling capability. The facility

has been co-financed by the EU’s Trans-European Transport Network (TEN-T).

Port operator HPH assumes that de-mand for more environment-friendlytransport options will continue to risesteadily in the coming year too, and thatever more freight will be shifted from theroads to the railways. av

www.portoffelixstowe.co.uk

Port of Felixstowe making sure it does not miss the boat

The railways are the future

Felixstowe is increasing its rail handling capacities.

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40 Central Europe International Transport Journal 15-16 2013

rather abstract concept for a service that goes largelyunnoticed. But it is of vital importance to both the econ-omy and daily life. The fascinating world of transportexhibition presents a few key aspects on these themes.

Around forty containers in various forms, logisticsequipment and transporters are at the centre of the spe-cial exhibition on the fascinating world of transport. Thecontainers serve as exhibition and interactive spaces, inwhich transportation chains are presented and logisticsis given a face – which one can actually touch! Visitorscan expect to see authentic and representative objects,documents and case studies that are presented in an ex-citing, highly interactive way.

In the containers, history and stories from aroundthe world are presented to visitors. In addition, they alsohave the chance to take an active role. For example, theycan try out a forklift truck to discover how much careis needed to operate the machine, or they can sit in thedriver’s seat of a reachstacker – a type of giant forklifttruck.

A selection of the exhibition’s highlights• The Rhine ports – Visitors can walk over a 1:2,000 scale

aerial photograph taken of the port facility of theSwiss Rhine ports between Basel and Rheinfelden ina 58 sqm double container. In addition films and pho-tographic documentaries show the actual and plannedport facilities around Basel and their throughput.

• A journey through time – The volume of freight has ex-ploded. Not only are people travelling farther afieldand more frequently today, global cargo transport isalso increasing exponentially. To handle these quan-tities of freight, freighters are becoming ever moregigantic. A series of model ships illustrates the growthin the flow of goods since the 19th century.

• A truck-load of oranges – Where do oranges come from,where do they go to and how do they end up for sale inshops? An impressive series of photos documents thejourney oranges take from Sicily to our table. Visitorscan also get into the driver’s cab of a modern heavygoods vehicle.

www.verkehrshaus.ch

A special exhibition in Switzerland’s transport museum

The fascinating worldof freight transportThe arena in Switzerland’s Museum of Transport in Lucerne has

been transformed into a spectacular container terminal as part

of an exhibition on the fascinating world of freight transport.

The event runs until 20 October 2013.

The exhibition which is currently running in Switzerland’s Museum ofTransport in Lucerne shows the important aspects of transportation andlogistics, and while it provides a playful interface to the industry’s con-text and background, it also offers an insight into consumer behaviourand its effects. Surprising, interactive and original exhibits are presentedin containers. In a kids’ cargo area a special logistics playground hasbeen set up for children.

Mobility is the backbone of the (global) economy. Switzerland, asany country is, is dependent on the appropriate transport and mobilityservices being available. The national supply of industrial goods, rawmaterials and food, freight import and export are a few of the themespresented. Equally important are logistics. For many people this is a

The exhibition in Lucerne includes a container terminal andaddresses key aspects of the transport and logistics world.

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www.navis-ag.comHamburg · Bremen · Hannover · Freiberg

Rotterdam · Antwerpen · Barcelona

F

IATA

Schiffahrts- und Speditions-Aktiengesellschaft

41International Transport Journal 15-16 2013 Trade Fairs & Conferences

Trade Fairs & ConferencesWhen What/Where Information Contact

17–18 April 2013 Verpackung Schweiz The event for packaging solutions, Easy Fairs SwitzerlandZurich processes and design Telephone +41 61 228 1000Switzerland www.easyfairs.com

23–25 April 2013 Multimodal Advanced supply chain management Clarion EventsBirmingham and logistics for cargo owners Telephone +44 20 7384 7760England www.multimodal.org.uk

23–26 April 2013 TransRussia 18th Moscow international ITE GroupMoscow transport and logistics Telephone +44 20 7596 5188Russia exhibition and conference www.transrussia.ru

26–28 April 2013 Transport Engineering To stimulate the development and modernisation BT 1Riga of the road transport sector in the Baltic region Telephone +371 6706 5000Latvia www.bt1.lv

6–9 May 2013 Offshore Technology Conference OTCHouston Telephone +1 97 2952 9494USA www.otcnet.org

7–9 May 2013 Logismed Salon international CohésiumCasablanca du transport et de la logistique Telephone +522 448 166Morocco pour la Méditerranée www.logismed.ma

13–16 May 2013 Breakbulk Europe Project cargo, heavylift and ro-ro logistics JOCAntwerp Telephone +353 2 1470 9595Belgium www.breakbulk.com

You will find further fairs and conferences at www.transportjournal.com

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42 A Time for Reflection / Advertisers’ Index International Transport Journal 15-16 2013

Poetry of magnanimity«Offering treats is better than being stingy.»A proverb from Berlin.

«A girl may cry for her lost love, buta scrooge can’t for his lost money,»claims the British art historian and socio-economist John Ruskin. I’m not entirelysure as regards the scrooge. He may cryafter all, at least for as long as he stillhas the money, but it will certainly benothing but miserable croaking. Be thatas it may – the scrooge’s inability to cre-ate poetry certainly makes one think.Wherein lies the reason for this?

While love, even when it has been lost,has its very own beauty inherent in it,stinginess simply never gives rise to anyjoy. Yes, it seems indeed to be entirelyincompatible with real joy. The scroogesuffers not only because he shies awayfrom any expense.

A German proverb says that «the scroogemust suffer hunger, because the devilhas the key to the moneybox.» Stinginessitself seems thus to quite literally resultin a loss of any joy whatsoever. If notstinginess as such, then the underlyingemotional disposition seems to contradicthappiness in life.

«Everything comes back to you,» an ac-quaintance of mine, who is quite an aes-thete, tends to say, whereupon I usually rollmy eyes because I find anything esoteric ab-horrent. But maybe he does not mean thatsome secret force ensures a state of balanceand justice on earth. Maybe he means thata generous approach simply pays off in lifein general.

One should not even calculate whetherthis or that is worth it, but live freely andwithout worry – instead of fearfully tryingto hold together at all times what is yours.Giving in and of itself already creates joywhen acting from this stance. And an echois bound to come back from somewhere.

But I certainly have no objections to grati-tude. The US essayist Elbert G. Hubbardrightly notes that «mutual favours don’tcancel each other out.» This has absolutelynothing to do with calculation. A problemshared is a problem halved, and generosityshared is twice as nice.

And I must admit that I really like the ideaof a network of favours spanning the whole

world. Just for the sake of it, without anycalculation. A kind of a favours exchange.You simply enters what you would likeand what you have to offer without hav-ing to make a big sacrifice yourself. Andanyone interested can react, be it out ofhuman kindness or pure excitement.

But the precise reasons are beside thepoint, it’s the basic attitude that counts.Even if you don’t feel made out to be asaint, it’s still fun to sit down and thinkabout what you can give in terms of joy.First, you become clear about all thepleasant things life gives entirely free ofcharge.

Skills, enthusiasm, special moments ofhappiness, whatever it may be. Then youthink about the surprising acts of friend-liness some fellow people sometimesapproach us with, without any reasonwhatsoever. And soon we set our sightson acting. Because, to put it in OscarWilde’s words, «giving makes life morelovable.»

Iris Martin

Advertisers’ Index

A.M Cargo For World Transportation . . . . . . . . . . . . . . . .26

ABB Technikerschule . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Birs Terminal AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

bremenports GmbH & Co. KG . . . . . . . . . . . . . . . . . . . . . . .18

C.H. Robinson Worldwide, INC. . . . . . . . . . . . . . . . . . . . . . 11

Cargopack Tägi AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Egolf Verpackungs AG . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Emons Spedition GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Ethiopian Shipping Lines Share Company . . . . . . . . . . . . . .13

European Commission . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Evergreen Marine (UK) Limited . . . . . . . . . . . . . . . . . . . . . .14

FISCHER Kaderselektion GmbH . . . . . . . . . . . . . . . . . . . . .10

Fixemer Logistics GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Franzosini SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Gebrüder Weiss GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Genel Transport Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Göteborgs Hamn AB Gothenburg Port Authority . . . . . . . .37

Grimaldi Cia di Navigazione . . . . . . . . . . . . . . . . . . . . . . . . 15

Hupac Intermodal SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

I.F.A. Int. Forwarding Association Cooperatie U.A. . . . . . . .5

Kifa AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Lamprecht Transport AG . . . . . . . . . . . . . . . . . . . . . . . . . . .22

LKW WALTER Internat. Transportorganisation AG . . . . . . . .2

Logismed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Nauta SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

NAVIS Schiffahrts- u. Speditions AG . . . . . . . . . . . . . . . . . .40

OSTLOG AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Phoenix Freight Internat. Ltd . . . . . . . . . . . . . . . . . . . . . . .25

Polet Cargo, Limassol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Port of Amsterdam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Port of Montreal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

PostLogistics AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Puerto Autonomo de Bilbao . . . . . . . . . . . . . . . . . . . . . . . .16

Russian Railways JSC RZD OAO . . . . . . . . . . . . . . . . . . . . .44

Saco Shipping GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

SISA Studio Informatica SA . . . . . . . . . . . . . . . . . . . . . . . . .23

Swissterminal AG . . . . . . . . . . . . . . . . . . . . . . . . . .28, 30, 31

TimoCom Soft- und Hardware GmbH . . . . . . . . . . . . . . . . .29

TT Club - Through Transport Mutual Services (UK) Ltd . . . .31

Wegmüller AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Yang Ming Italy SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Whether import authorisation is needed, customs inspection ofexport goods is being carried out, or customs clearance is beingcarried out – there is always a risk that foreign officials will expecta tip. Similarly, the relationship between companies, or rather,their representatives, will offer many occasions for corruption.When bidding for a contract against a competitor it may be tempt-ing to try and win the contract by making a friendly payment tothe customer’s buyer.

How does one deal with such situations? The temptation topay may be great, especially because the transport sector is al-ways under time pressure and problems must be solved quickly.Corrupt behaviour involves considerable risks, however, and theycan, in the worst case, result in bankruptcy. Prosecution at homeor abroad can result in draconian penalties. There is also a riskthat claims arising from contracts that came into being throughcorrupt payments are not enforceable. In addition there may bea loss of orders, loss of reputation, revocation of trading permitsand much more to contest with. The fines that several transportcompanies had to pay recently ran into the millions and on-goingcourt cases also show that the risks do not only exist on paper.

Companies frequently complain that it is expensive to estab-lish a compliance programme and that it is unaffordable for asmall business. This is not necessarily true. In the last few yearsvarious types of assistance programmes have come up throughindustry chambers, associations (including Economiesuisse, ICCSwitzerland) and Swiss government agencies (Seco, Osec). TheInternational Chamber of Commerce for example provides acomplete manual, called the ICC rules on combating corruption,which makes it possible for any company to establish an effec-tive compliance programme. Part III of the rules provides detailedrecommendations, while part II provides recommendations for thebusiness operations of the company. Part I consists of rules thatcould usefully be included in contracts, either by fully adoptingthem in the contract or by suitably referring to the ICC rules. Forcompanies in the process of drafting their contracts, the ICC pro-vides concrete drafting proposals for the anti-corruption clause.The texts of all the rules and the suggested clauses are availablefree of charge on www.iccwbo.org.

Logistics and corruption

A constant threatStudents studying for their bachelor’s degree in logistics at the ABB technical school in

Baden (Switzerland) are also sensitised about corruption in logistics.

Another interesting develop-ment is a research project atthe University of Chur, whichhas developed a guide calledsuccessfully confronting cor-ruption risks. It is download-able in German, French andItalian from http://www.htwchur.ch/index.php?id=489. The guide rightly empha-sises that even the best compliance strategy is useless if it is a dead letter. It has tobe a living document which is active and operational in the business environment!

In addition to studying civil and transport law, the students working for theirbachelor’s degree in logistics at the ABB technical school are also informed aboutvarious anti-corruption programmes, to ensure that risks can be reduced.

Thorsten VoglLawyerLecturer in logistics legal affairsABB technical school

Thorsten Vogl, legal affairs lecturer.

Phot

o:A

BBte

chni

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Palms have been known to be greased in the logistics industry.

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ansp

aren

cyIn

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atio

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43International Transport Journal 15-16 2013 Advertorial

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EASTERN EUROPE

& BALTIC STATES

15 ·16 | 12 April 2013English edition

3International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

5 Gebrüder WeissBuild trade from Bucharest to Tbilisi

7 DCT GdanskBasis for a second terminal

8 Port of Bronka near St PetersburgA second window to Europe

10 From Hamburg to RussiaAccession to WTO has an effect

11 Flying to UkraineKiev handling ever-more airfreight

12 Port of KlaipedaAdding freight from the Far East

13 Latvian and Estonian portsA sea change for goods handled

16 Short sea vessels and trucksSharp delivers to Russia

17 Logistics real estateRusso-German cooperation deal

20 The railways in RussiaThe present meets the future

24 M&M Militzer & MünchSights set on Central Asia

26 From the Arctic Sea to the CapeA freighter flies for a good cause

Cover: Skyscrapers in Moscow. Photo: thinkstock

Russia’s ports doing wellRussian ports are scoring points with growingcontainer throughput figures. Internationaleffects, such as fluctuating exchange rates,affected their profits, however.

10

Key east–west axesBulgaria has some road-building success toreport. It is sticking to its policy of expandingits infrastructure, despite early elections duein May after the government’s resignation.

22

This Special is part ofITJ issue 15-16 / 2013

Russia’s ports doing well

Special:

Osteuropa und

Baltische StaatenBeilage

Mitfahrt

Wie kleine Verlader von

NVOCC profitieren15

Überseefahrt

Industrieanlagen

sicher verpackt32

Abfahrt

Hafen Felixstowe verdoppelt

Schienenkapazität39

ITJInternationale

Transport

Zeitschrift

15 · 16 | 12. April 2013

www.transportjournal.com

DEUTSCHE AUSGABE

(auch in identischer englischer und

französischer Version verfügbar) Dear readers,Russia is opening its gates ever wider.

The country’s accession to the WTO

was ratified in July 2012, and has

already generated quite some impulses

across the nation. Now the coun-

try’s customs union with Belarus and

Kazakhstan is set to be expanded, with

Kyrgyzstan also planning to join the

association in 2015.

A sea change is taking place in the

eastern areas of Central Europe. The

region’s infrastructure has successfully

been improved in many places. Trans-

port and logistics enterprises, which

have maintained their broad range of

services despite stagnation and de-

clining external demand in 2012, will

find the framework for business much

improved when the upswing kicks in.

Most Central European countries can

look forward to that in 2013.

We, in turn, are looking forward

to welcoming you at our stand 655 in

pavilion 75, hall A, at the TransRussia

trade fair in Moscow (23 – 26 April).

Christian DoepgenEditor-in-chief

A.R.T. Logistics GmbHLyoner Str. 4060528 Frankfurt/Main – GermanyTel.: +49 69 6605938-11Mail: de@art-businessgroup.comwww.art-businessgroup.com/frankfurt

in Moscow,Hall A,

Stand A531

Com

e and see us at

Frankfurt • Zürich • Brest • Vilnius • Almaty • Hong Kong

Your neutrAl logistics pArtnerFor tHe cis & MongoliA

• Many years of know-how• Fast & flexible• Neutral & independent• Comprehensive individual

solutions

A – AirR – Rail (Containers & Wagons)T – Truck (FTL & LTL)

cis & Mongolia

Mr Moser, what is your assessment ofthe future for the region where youmanage Gebrüder Weiss’s activities ?We have perceived a noticeable increasein business in the region. In a situationthat is currently not at all rosy for logis-tics companies in Europe, we’ve man-aged to achieve sales increases of 20%and 25% respectively in the past twoyears. The tendency in local markets,whose size is occasionally moderate, ispointing upwards. The phase of adoles-cence will come to an end, which is whywe are multiplying our activities.

What is your approach to the differentmarkets in Southeastern Europe?Romania plays the role of a hub for de-velopment in the entire the region. Inthe meantime we’ve expanded our net-work to nine locations in the country,including the international head officebased in Bucharest. We currently haveapproximately 10,500 sqm of storageand handling space and have rented anadditional 12,000 sqm. But we’re plan-ning more expansion and have a totalneed of 40,000 sqm that we need tohave at our disposal for our operationsin the coming two years.

What is the business environment like?We’re planning to establish a largerwarehousing with about 8,000 sqm inSofia (Bulgaria). The decisions on thiswill be taken in due course.

Were there any problems on site withsafety or concerning staff?This is a concern that we’ve oftencome across, but it’s entirely unfound-ed. We’ve raised quality standards tosimilar levels as in Western Europe andsuccessfully hired local managers withinternational experience. We’re veryreliable.

Have you perceived a change in themodal split?Not really. The Romanian railwaysC.F.R., for instance, transport mainlybulk cargo. Road haulage remains thegold standard for general cargo.

How important do you consider theactivities in the Caucasus to be?With the construction of a logisticscentre in Tbilisi, which is scheduled tobecome operational with a warehousingand handling area of 10,000 sqm, wehave a strategic outpost in the Cauca-

sus with which we can cover importantemerging markets such as Azerbaijan,Armenia as well as Georgia. We are, bythe way, also considering options for abridgehead into Turkey, but this is notready for a decision yet.

The CIS has plans to launch its freetrade area in 2013.This development is still in an earlystage. To what extent the frameworkwill be in place at the time – with allthe corresponding infrastructure – isstill open. We’re sticking to our expan-sion plans on the existing basis.

What is GW’s concept for driving re-gional expansion?We can be very proud of the entire teamin Romania. We’ve become one of thefirst transport providers in the country,after only a very short operational pe-riod. Every start at a new location hasto be followed by consolidation, whichthen raises standards. It’s importantto take calculated risks and not to getbogged down by hesitation.

Gebrüder Weiss developing its logistics base in Romania

«Don’t get bogged down by hesitation»Thomas Moser, Gebrüder Weiss’s regional manager for Southeastern Europe and

the CIS, is clearly particularly proud of the expansion in Romania and of reaching

out into the Caucasus. He spoke with ITJ editor-in-chief Christian Doepgen about

the development of various strategic projects in the region at the European

periphery that he is in charge of.

Thomas Moser is in charge of GW’s activitiesin Southeastern Europe and the CIS.

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eiss

5International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

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7International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

DCT Gdansk recently announced that its

terminal will be one of the ports of call

for Maersk’s triple E ships, starting this

summer. The terminal operator has now

reported more success, having signed a

lease agreement with the port authorities

that will lay the cornerstone for an

additional terminal.

With the new terminal, called DCT2,Gdansk is looking to establish itself asthe central port of call in the region fordeepsea vessels and thus simultaneouslyas the key hub for cargo to and from East-ern Europe and Russia.

Seven super postpanamax cranesCaptain Jedrzej M. Mierzewski, the chiefoperations officer of DCT Gdansk, toldthe media that «to us, it was clear fromthe start that our existing terminal wasonly the first part of a larger project.»

With the DCT2 facility the port isaiming to significantly increase produc-

tivity as well as capacity. The terminalwill therefore be designed to handle theworld’s largest container ships, whichcan carry up to 18,000 teu and which

are currently being built in shipyards inthe Far East. Current plans for DCT2 areoriented toward ships with a depth of upto 16.5 m. The dock is set to be 600 mlong. The terminal will be equipped withseven super postpanamax cranes, each ofwhich will have a range of 25 containerrows. The terminal will also be designedto manage a yearly capacity of 2.5 millionteu. After completion of the new termi-nal, Gdansk will be able to process a totalof up to 4 million teu per year.

A record startLast year DCT Gdansk handled 928,900teu, an increase of about 35%. The newyear has also started very well for thePolish port, with the terminal recording106,000 teu handled in January, a recordamount for the centre since it opened in2007.

The port operator estimates that ap-proximately 1,500 direct jobs will resultfrom the construction of the new termi-nal. Furthermore, in the view of DCT,the entire region will benefit from thisdevelopment, as additional service pro-viders in the maritime business and lo-gistics sector will relocate to the vicinityas a consequence.

avwww.dctgdansk.com

Maritime economy sees great potential in Baltic region

A second terminal for DCT Gdansk

DCT Gdansk is set to increase its capacities to 4 million teu annually.

Hapag-Lloyd launches new Baltic feeder serviceThe German liner shipping companyHapag-Lloyd launched its new FinlandExpress service (FIX) early in April. Thecompany said that it has thus substan-tially improved connections with portsin the Gulf of Finland and the Gulf ofBothnia, linking up growing markets inthe Baltic Sea region.

The fixed-day weekly feeder serviceconnects Russia, Finland and Swedento Hamburg and Bremerhaven, Hapag-Lloyd’s key hubs in northern Germany.Containers can be transferred there to atotal of 26 direct Hapag-Lloyd servicesto and from Asia, the Middle East, theIndian Subcontinent, North and SouthAmerica, Africa as well as SouthernEurope and Australia.

Hapag-Lloyd’s FIX link will, in com-bination with its Russia Express service(REX), provide customers with a secondweekly sailing to and from the main Rus-sian and Finnish ports. The REX option

was launched by Hapag-Lloyd last May.Hapag-Lloyd additionally links the Bal-tic Sea region to the rest of the worldthrough its Poland Express service (PEX),its Gothenburg Express service (GTE)and its Baltic Feeder service (UFE/BSF).

The port rotation of the FinlandExpress service starts in Bremerhaven andcontinues to Hamburg, St Petersburg,Kotka, Rauma and Gaevle (Sweden) be-fore returning to Bremerhaven. An addi-tional call at the Russian port of Ust-Lugais under consideration. The FIX servicewill be operated with two vessels with ca-pacities for approximately 1,000 teu.

Numerous liner shipping companies,including APL, CMA CGM and Uni-feeder, have increased their sailings toand from the Baltic Sea region since thebeginning of this year, meeting ever-growing demand for transport servicesin these growing markets. av

www.hapag-lloyd.com

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8 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

At the beginning of 2013 the Russiangovernment approved the necessary statefunds for the construction of the newBaltic hub of Bronka, which will be partof the St Petersburg Big Port. The Rus-sian government plans to set aside aroundRUB 15.2 billion (roughly EUR 393 mil-lion) for the necessary dredging work bythe end of 2015. This sum results froma reallocation of state funds to port de-velopment and testifies to the increasedattention the government is paying to theproject, which was first mooted in 2007.

In December 2012, the project was in-tegrated into Russia’s programme for itsnational transport network for the period2010–2015. A call for tenders for the work

on deepening the access channel and theport basin, estimated to cost RUB 11.4billion, was issued. The Baltstroij com-pany was awarded the contract in mid-March of this year.

New port complex on the BalticThe port of Bronka will consist of threeparts – a 107 ha container terminal, a57 ha ro-ro terminal and a logistics ter-minal covering an area of 42 ha. Con-struction work for the ferry terminal andthe berths for the container ships, both fi-nanced by private investment, has alreadybegun, and every effort will be made tocomplete the task by the end of this year.A total of six berths are currently under

construction, of which five are intendedfor containers and one for ro-ro services.The new berths are expected to processtheir first ships by 2014 at the latest.

The development of Bronka at thesouthern end of the Gulf of Finland ispart of a concept for the expansion of theSt Petersburg Big Port. In particular, thenew multipurpose port complex shouldbenefit from the completion of the west-ern section of the ring motorway aroundthe city, where a major traffic junctionwith two motorways on three levels isplanned.

Containers and ro-ro units can then bemoved smoothly to and from the termi-nals and the pressure on inner city traffic

Bronka– a new Russian maritime hub taking shape

The country needs new portsA new port complex is being built near St Petersburg. Private-public partnerships will help generate the funds for the construction of the

Bronka port and other hubs, such as Sabetta, a new port in Siberia. The plans are ambitious – as is usually the case in Russia. However,

competition from other ports in neighbouring countries on the Baltic seabord may prevent some of these dreams from coming true.

Through its attractive brands and based on

a large network of subsidiaries and partners,

InterRail’s product portfolio comprises a

wide range of mainly rail based logistics

services with a key focus on the C.I.S. states

(Common-wealth of Independent States)

and its surrounding markets such as Eu-

rope, China, Iran and India.

Please visit InterRail at the TransRussiaMoscow, from April 23 - 26, 2013, VVC,Pav. 75A, booth no. A425.

Participating InterRail companies:

■ InterRail Logistics GmbH■ IRS InterRail Services GmbH■ InterRail-Polcont Sp. z o.o.■ InterRail Trans Siberian Express

Service LLC■ RailService Ltd.■ Tarabari Rail Co. Ltd.

www.interrail.ag

trailblazing

St Petersburg hopes the Bronka port development will reduce traffic in the city.

Phot

o:St

Pete

rsbu

rg

remain untapped in the St Petersburg Big Port itself. Inthe new Baltic sea port of Ust-Luga, existing containerhandling capacities are still underutilised. It is believedthat in Russia, the trade in goods such as petroleumproducts, coal and fertilisers, and not containerisedtraffic, is more likely to increase demand for additionalcargo handling facilities.

PPP – a standard means of financingBronka is yet another example of a private-public part-nership that is formed to further the expansion of Rus-sia’s port infrastructure. The private investor is the com-pany Phoenix, which belongs to a holding called Forum.

In a first phase, the company intends to build a con-tainer terminal for a throughput of 1.45 million teu peryear, and a ro-ro terminal that will handle 260,000 unitsa year. Annual container throughput is expected to riseto 1.9 million teu by 2017 and to 3 million teu by 2022.When construction work is completed Bronka will beable to process container ships in the panamax class andferries in the Finnstar class.

For the financing of the construction and extensionof Russian ports, the country’s economy now consistent-ly applies the PPP model, in other words, the principleof a private-public partnership. PPP was also the meansof financing Ust-Luga, the Baltic port which was builtten years ago. Ust-Luga generated a throughput of 46.6million t in 2012, which lifted it to fourth place amongall Russian ports. The port operator plans to exceed thecargo throughput of Primorsk and the St Petersburg BigPort in the next two years, and thus attain second placein the list of Russian maritime ports.

In addition to Ust-Luga and Bronka, the new portof Sabetta on the Yamal peninsula is another exampleof a PPP scheme. Up to 15 million t of liquid naturalgas and 1 million t of condensate are due to be shippedthrough Sabetta, on the northern sea route, every year.Construction began in the middle of 2012. A total ofRUB 75 billion is set to be invested in the project.

In view of the port’s strategic importance for Russia’sexport industry, the state has decided to provide RUB49 billion, a much larger share than the RUB 25 billioncontributed by private investors. In Bronka, the state hascommitted RUB 15.2 billion, while the private sectorhas promised RUB 43.7 billion when the port comes onstream. RUB 6 billion in private funds had already beeninvested in the new port by 1 March.

Although the Russian state has a great interest in en-couraging private funding for the development of portinfrastructure, the government is currently setting upnew barriers to the participation of foreign companiesin Russian ports.

The reason for this change of heart is apparentlythe recent sale of majority shares in the importantPacific port of Vanino to offshore companies (see ITJ07-08/2013, page 33). Russia is seeking to classify thecargo handling industry in ports as being of strategicimportance for the country’s defence and security. Pro-posals for new legislation to this effect have already beensubmitted to the authorities concerned.

Christine Kulke-Fiedler

can be lifted. Moreover, access routes to the railway network are alreadyavailable. With these recent official decisions, the Bronka project, abone of contention for a long time, now seems to be moving in theright direction. Recent increases in container throughput in the Balticports and the prospect of additional tax revenues may have speeded upthe plans for Bronka.

However, there is still doubt about where the predicted volumes ofgoods will come from. Russian ports on the Baltic sea already reportsurplus capacities for handling containers and general cargo. Experts inport management also believe that considerable cargo handling reserves

9International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

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10 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

The Russian company Global Portsoperates two container terminals inFinland and three in Russia. Accord-ing to Nikita Mishin, chairman of theboard of directors of Global Ports, thelatter are currently seeing the strongestgrowth rates in comparison with facili-ties in the other Bric states India, Braziland China.

The volume of containers that wasprocessed by those ports in Russiawhere Global Ports operates rose by atotal of 8% last year. This put the over-all volume at 1.45 million teu in 2012.

Mishin emphasised that «with thisgrowth, Russia is a bright spot for thecontainer industry. Compared with theglobal average, the throughput volumesincreased twice as strongly here.»

Global Ports stated that accounts forapproximately 30% of the total contain-er throughput in Russia. The companyalso operates an oil terminal, whosemarket share stands at about 23%. Thecontainer ports in Russia are, however,

by far the most impor-tant business area forGlobal Ports. They madeup 73% of the company’ssales in the past year. Theterminal for oil productscontributed 23% to salesover the same period, afall of 6%.

Cutting expensesGlobal Ports’ facilities in Finland ac-counted for 4% of the enterprise’s totalsales in 2012. Here, the port operatorwas forced to accept a drop in sales by24% compared to the previous year,however. Global Ports sees the mainreasons therefor in lower income percontainer as well as the depreciation ofthe euro compared to the US dollar.

Global Ports managed to shrink itsoperating expenses by approximately2% last year. The company believesthat the increased efficiency at Russianports, a regime of strict cost controls

and a more favourable exchange rate areresponsible for this. The net profit forthe past year, however, dropped fromUSD 171,191 to USD 123,474 in 2012.

Well-positioned for 2013But Global Ports is optimistic for thecurrent year. Thanks to the holding ofAPM Terminals, which acquired a stakeof 37.5% in Global Ports last year, and apartnership with N-Trans, the companyis now in an even better position to op-erate in the growing container marketin Russia, explained Mishin. av

www.globalports.com

Russia’s ports

«Russia is a bright spotfor the container industry»

The Petrolesport facility in St Petersburg is one of Global Ports’three container terminals in Russia.

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Russia is opening up to business to and from the port of HamburgFollowing Russia’s accession to the WorldTrade Organisation, Russian ports areincreasingly shipping their cargo via theGerman port of Hamburg.

The second-largest container port inEurope is thus benefiting very stronglyfrom Russia’s accession to the WorldTrade Organisation and the associatedsimplifications in trade laws and the lift-ing of trade barriers.

Russia was the second-most-importanttrading partner in maritime containerthroughput for the port of Hamburg

last year, with a total of approximately675,000 teu shipped between Hamburgand Russian ports, a plus of more than13%.

Almost 95% of the entire direct trafficbetween Russia and Hamburg is handledin maritime port of St Petersburg, Russia’swindow to Europe. The Russian BalticSea port itself processed approximately2.53 million teu in 2012, which corre-sponds to an increase of approximately7% vis-à-vis the figure recorded in theprevious year.

The key goods that Russia exports as seafreight via Hamburg include black coal,diesel oil, crude oil, paper, copper andchemical substances.

Meat, vehicles, canned fruit, electricalproducts and paper are predominantlyexported to Russia from Hamburg. Rus-sia also ships a great deal via the Han-seatic port when it comes to breakbulkshipments, for instance iron, steel andother metals, as well as machines.

avwww.portofhamburg.com

Port operators around the world have categorised last year as very mixed.

The results are not entirely clear yet for Global Ports, a Russian company,

either. Although its Russian terminals posted an increase in the number

of containers handled, the enterprise nevertheless posted a setback as

regards its corporate profits compared to 2011.

Ukraine an ever-more attractive destination

Romania’s Tarom airline hits turbulence

Kiev will soon be served by a few new airlines, also from outside the CIS.

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In briefAir Baltic airport adjustment. With thestart of the summer schedule the Latvianairline Air Baltic changed the airport itserves with its daily Riga–Istanbul con-nection. Instead of landing at IstanbulAtatürk (IST), the larger of the city’s twohubs, located on the European side of theBosphorus, it now flies to Istanbul SabihaGökçen airport (SAW) on the Asian side.In other news, local top dog Turkish Cargoannounced in March that it was transferringsome of its freight activities to the smaller ofthe two Istanbul hubs.

http://cargo.airbaltic.com

Air Moldova changes. At the end of Aprilthe flag carrier of the Southeastern Europe-an country Moldova is switching the airportit serves in London with its twice-weeklylink from Chisinau. London Gatwick (LGW)will be served for the last time on 26 April,and from 29 April flights will land at LondonStansted (STN). Over and above this the air-line is also adding another weekly link to theBaltic Sea city of St Petersburg on 28 April.The northern Russian metropolis will then beserved by a total of four Air Moldova flightsa week. www.airmoldova.md

Belavia looking east. The flag carrierof Belarus has started the new year witha strong tail wind driving it forward. InJanuary and February it carried 319 t ofairfreight, almost one third more than incomparison with the like-for-like period lastyear. Over the next few months the carrierhopes to grow particularly in the east. Itis starting a twice-weekly link from Minskto the Russian industrial centre of Samaraon 28 April, and exactly one month laterKutaissi, the second-largest city in Georgia,will be added to the airline’s network for thefirst time. www.belavia.by

On 31 March and 1 April Air Astana,the Kazakh flag carrier, launched thrice-weekly services to Kiev, the capital ofUkraine, from Kazakhstan’s two mostimportant cities, Astana and Almaty. TheCentral Asian nation, which is a memberof the CIS, is not the only airline that hasrecently felt the attraction of the second-largest European country.

Swiss International Air Lines also hasplans to resume services to the largestUkraine city with the start of the win-ter schedule – after a hiatus of ten years.Swiss CEO Harry Hohmeister said thatthe launch of a new daily service from

Zurich makes sense, as «Ukraine is Switz-erland’s second-most important exportdestination in the CIS, after Russia.»

Flydubai is not new to Ukraine, butis flying there more often from thisautumn. The Dubai-based Emirati low-cost carrier, which also handles freight, isadding a daily Kiev link to operate two aday from 15 September, as well as servingOdessa from then onwards. Three dayslater it will land in Dnipropetrovsk for thefirst time, bringing its destinations in theCIS to 18 – more than any other MiddleEastern airline. ah

www.kbp.aero

The Romanian flag carrier Tarom an-nouncedadrastic cost-cuttingprogrammeat the end of March. After many succes-sive years in the red the airline needs toact. It made a loss of EUR 236 million in2012. Operating a unified fleet and cut-ting 10% of all jobs, to bring its total staffdown to 1,500, are two of the key meas-ures that should have the greatest impactthis year. The SkyTeam member expectsto make further losses in the next two

years (EUR 143 million in 2013 and EUR18 million in 2014), but hopes to get backinto the black in 2015 and make a profitof EUR 92 million.

Tarom discontinued its connection be-tween Lyon (France) and Bucharest, where90 employees manage the carrier’s freightactivities, in March. After a twelve-yearabsence Tarom is set to resume its linkto Dublin (Ireland) from early May, incontrast. www.tarom.ro

11International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

Wildenhofer Spedition und Transport GmbH

Products and Services· General Cargo· Paneuropean FTL/LTL· Temperature-Controlled Logistics· Worldwide Removals· Seafreight & Airfreight· Warehousing· Customs Expertise

Headquarters:

Gnigler Straße 5-7 · A-5020 Salzburgwww.wildenhofer.at Since 1887

12 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

The Baltic port wants to become morecompetitive and set itself up as an im-portant regional hub over the next fewyears, especially for cargo from the FarEast. Until now much of the freight des-tined for countries in the region, such asmember states of the Commonwealth ofIndependent States, Poland or Russia, isshipped through the ports of Hamburgor Rotterdam.

Klaipeda, in contrast, handles mainlyfeeder ships. But with competitive advan-tages due to low transport costs, Klaipedabelieves that after its successful moderni-sation it will offer clear advantages overports farther to the west.

Financial support ensuredFor that reason Klaipeda is investingheavily in expanding its infrastructure.The investment is financed through thesupport of several banks.

MSC for example, which is basedin Geneva, has signed loan agreementsthrough its affiliated company TerminalInvestment Limited (TIL) for a total ofEUR 32.5 million with the EuropeanBank for Reconstruction and Develop-

ment and the Lithuanian branch of theSwedish SEB Bankas. This amount willbe used to expand the container termi-nal, which is operated by TIL’s subsidiaryKlaipedas Smelte.

But expansion is planned for morethan just the capacity of the container ter-minal. Recently the Nordic InvestmentBank (NIB), an international financeinstitute of the eight Nordic and Balticcountries, announced that it has granteda EUR 44 million loan to the Klaipedaport authority.

Motor for the local economyThis money will be used to build newquays, as well as docks for passenger andcargo ferries. Plans include the deepeningand widening of the port channel. Theseactivities will increase annual capacity by25%, which corresponds to an additional12 to 13 million t per year. The measuresare also expected to increase navigationalsafety.

The operators believe that these in-vestments will not only strengthen theport’s market position, but include otherpositive effects, such as more jobs in the

country’s logistics sector. Klaipeda is thelargest deepsea port in the Baltic andbenefits from the fact that it does not iceover. Last year the total cargo through-put in the port of Klaipeda amounted to35.24 million t.

During that time the container ter-minal handled 130,786 teu. Results forthe first two months of this year are alsoencouraging. Having handled a total of6.13 million t in January and Februaryof 2013, the port increased its results bymore than 16% compared with the prioryear period. The proportion of contain-erised cargo increased during these twomonths by more than 8% compared to2012, to almost 63,000 teu.

avwww.portofklaipeda.lt/en

Lithuania

Klaipeda on expansion courseThe port of Klaipeda in Lithuania is pursuing an ambitious investment programme.

It wants to handle containerships with a capacity of up to 7,000 teu and increase

its annual throughput capacity to more than 700,000 teu by 2015.

Klaipeda is gearing up to handle ships with acapacity of 7,000 teu.

Phot

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aipe

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Seap

ortA

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rity

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13International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

Cargo volume is showing a positive trend in the eastern Baltic. The ports of Tallinn

(Estonia) and Riga (Latvia) in particular have recorded very good results in the

container segment. Considered in their entirety, however, the throughput

figures for both ports are mixed.

Even if the development was expected,the decline in cargo to 7 million t in oilshipments amounts to a drop of almost aquarter in comparison with 2011. For theport of Tallinn it is therefore clear that itmust broaden its spectrum of activitiesfor the future. For this reason, the portoperator is aiming to create an attractiveenvironment for a variety of shipmentsand services which will then attract newcompanies to the vicinity of the port.

Message of success from RigaRiga, the largest port in the Baltic Sea re-gion based on load volume, also reportedgood news for last year, with an increaseof almost 20% in the container sector to362,000 teu.

The extensive investments made interminal infrastructure and equipmentduring recent years have paid off. Inaddition, the expansion of services byCMA CGM and the containerisation ofbulk goods have also contributed signifi-cantly to the positive figures, a companyspokesman said. The shipment of bulkcargo in containers has provided simpler

shipping options for exporters. Compa-nies from Russia, Kazakhstan and Bela-rus in particular are able to benefit fromthis option.

OptimisticFor this reason, the port is optimistic thatgrowth will continue through the currentyear. The commissioning of a 4,800 sqmwarehouse for general cargo will contrib-ute to this as well. Overall, Riga processedapproximately 36 million t last year.

avwww.rop.lv/en

Latvia and Estonia

Container terminals with an upward trend

The types of cargos handled by Baltic hubs arein a state of flux.

Phot

o:th

inks

tock

The port of Tallinn posted record figuresin container volume throughput in 2012.The 228,000 teu handled there representa 15% increase in volume over the previ-ous year. The volume of ro-ro shipmentsincreased as well.

However, the growth in this areaproved to be rather modest in compar-ison, at just 4% for a total of 3.8 mil-lion t Along with these positive results,the Estonian port had to absorb a seriousblow in the overall volume of shipments,which fell by almost 20% compared tothe previous year, for a total of 29.5 mil-lion t.

No surprise in TallinnFor Erik Ringmaa, the chief commer-cial officer of the port operator TallinnaSadam, the result was to be expected.He pointed out that «we’ve already beenaware of the reasons behind the reductionin the cargo volume for years. The lossesare due mainly to the progress in the ex-pansion of ports in Russia and above allthe opening of the new oil terminal inUst-Luga.»

OUR RACE FOR QUALITY

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FACTS ABOUT LDZ CARGO

LDZ Cargo is one of the biggest railway cargo carrier inthe Baltic States.

LDZ Cargo is a subsidiary company of the State Joint StockCompany “Latvijas Dzelzceļš” (Latvian Railway), providingcargo transportation services to and from Baltic States, CISand Western Europe.

LDZ Cargo is a reliable partner in the railway market of the Balticregion. The company is well-known for its successful projects intransportation of various types of cargo, including containerisedcargo, for example:

Container train Baltica – Transit delivering goods fromthe Baltic seaports to the Central Asia, stable and reliable ser-vice successfully operating since 2003.

Container train Riga’s Express connects Riga and Moscow,operating since 2010.

THE MISSION OF LDZ CARGO IS“MOVING FORWARD YOUR BUSINESS”

The mission of LDZ Cargo outlines the role of the enterprise intransportation chain and servicing business clients.

The mission is carried out by LDZ Cargo employees, whose ex-perience, knowledge and inspiration facilitate integrated work ofthe enterprise.

THE MAIN VALUES OF LDZ CARGO AREITS CLIENTS AND PARTNERS

The total number of LDZ Cargo clients is close to 3000, whereofmore than 1000 are strategic clients.

LDZ Cargo believes that each client and partner is unique andspecial, therefore work of the enterprise is directed towardsprovision of the most appropriate solution of cargo transpor-tation for each client.

LDZ CARGO IN FIGURES

The amount of cargo transported by LDZ Cargo in the year 2012has reached a record and comprised 60,6 millions tons. For the lastseveral years the transportation tendency shows steady increase.

The total number of LDZ Cargo employees is 2790.

LDZ Cargo has at its disposal 6468 freight wagons as well as146 main-line and shunting locomotives.

FACTS ABOUT LDZ CARGO LOĢISTIKA

LDZ Cargo Loģistika is a subsidiary company of LDZ Cargo andthe official agent of the TransContainer in Latvia.

The company provides broad spectrum of services related to thecargo transportation, including intermodal service based on the“door to door” principle. The company constantly elaborates newservices and develops new products for convenience of its clientsIn the year 2009 LDZ Cargo Loģistika in cooperation with part-ners has launched into operation new container train ZUBR. Thecontainer train ZUBR connects Tallinn, Riga, Minsk, Kiev and theUkrain’s Black Sea ports Odessa and Ilyichevsk, providing a stronglink between the Baltic and the Black Sea regions.

LDZ Cargo Loģistika works in close cooperation with LDZ Cargo,ports and terminals in order to provide its clients the best com-petitive solutions in cargo transportation.

LDZ CARGO IN ACTION

Wide transport geography, including the largest East-West andNorth-South transportation corridors.

Transportation of the whole range of goods, including dangerousgoods.

Services are provided at 86 stations, including 9 port stations withwell-developed infrastructure.

Operation within the legal framework of SMGS and CIM.

FURTHER STEPS TOWARDS COOPERATION

Cooperation is characterised by faithful clients confident in ourservices – always provided in due time, precisely, and with a senseof responsibility.

LDZ Cargo and LDZ Cargo Loģistika are looking forward tofruitful cooperation with you.

16 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

Dmitry Ivanov, the head of logistics forSharp Russia said that «before we start-ed working with Militzer&Münch thecustoms procedure for the trucks alonecould last up to seven days. Now, 99% ofthe trucks clear customs in a single day.»

Sharp numbers the port of Hamburgamong its most critical import facilitiesin Europe. Hamburg is home to Sharp’scentral warehouse for Europe, and it isfrom there that the Russian market issupplied. For the onward transportationof goods to Russia, Sharp relies on the

expertise of Militzer&Münch. SinceAugust 2011, regularly scheduled surfaceshipments have been running to SharpRussia’s central warehouse.

«Short delivery times, continuousshipment tracking, and a high levelof security are critical,» said ThorstenMeincke, a member of the managementboard at the firm Militzer&MünchInternational Holding.

Transnational tracking and tracingIn order to provide all of the stakehold-ers constant access to current trackinginformation along the whole shippingroute, spanning four countries, the ex-isting tracking and tracing system wasadapted and extended to meet customerrequirements. Today, for instance, cus-toms documentation for trucks can beprepared in Moscow, while Sharp’s salesdepartment checks the arrival time ofurgently-needed goods at a customer’swarehouse at the same time, and passesthe information on to the customer.

After Militzer&Münch has coordi-nated most of the transport route fromGermany, M&M Russia takes over, oncethe trucks arrive at the customs terminalnear Moscow for further processing. TheRussian employees of Militzer&Münch

have managed to significantly reducethe average time it takes a truck to getthrough customs. Currently the averagewaiting time at the customs terminal isless than one day.

In addition to Sharp’s central ware-house, Militzer&Münch delivers time-sensitive shipments directly to retailshops in the greater Moscow area. Theprocesses are precisely timed to enablesuch shipments. «This shipping qualityallows us to avoid transloading at ourown central warehouse, thus reducingcosts,» explained Christian Koop, thegeneral support manager at what thecompany calls its European LogisticPromotion Center Sharp.

Short Sea traffic via the Baltic SeaAmong the goods shipped are numer-ous office and household appliances,as well as attractive and expensive con-sumer electronics items – not just toend customers. To ensure that truckshipments are as secure as possible, Mil-itzer&Münch works with establishedpartners, imposes strict rules for routes,and takes extra security measures, suchas using guarded parking lots.

Sharp regularly uses Militzer &Münch short sea options via St Peters-burg as an alternative transport routefor shipping goods to Moscow that arenot time-sensitive. «The Baltic Sea routeis not only better for the environment,it also frees up the supply chain frombottlenecks,» added Gunnar Haid, thehead of Militzer & Münch’s sea freightactivities in Germany.

Bureaucratic hurdles between Polandand Russia repeatedly create shortages oftransport space on the overland route.«Flexibility plays a key role here. Withalternative routes and modes of trafficwe have managed to work around someof these hurdles and set up a reliablesupply chain for Sharp,» Meincke said.«We’re now looking forward to the next1,000 shipments!»

www.mumnet.com

Militzer & Münch • Sharp

Electronics goods for RussiaThe international transport and logistics service provider Militzer & Münch, which is headquartered in St Gallen (Switzerland),

recently completed its 1,000th shipment by truck from Hamburg (Germany) to Moscow (Russia). After more than 2,100 km on the road,

the goods arrived at their destination after just seven days.

Sharp Russia’s Dmitry Ivanov, Militzer & Münch’s Thorsten Meincke and Sharp Europe’sChristian Koop (from the left) before the 1,000th truck.

Phot

o:M

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Mün

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The M & M Militzer & Münch Group employsapproximately 2,800 staff at 100 locations inmore than 30 countries.

Militzer & Münch is a specialist for Eur­asian and North African traffic, offering roadand rail surface transport, air and sea freight,as well as project logistics as an internationalservice along the east–west axis.

The company is active with a densenetwork of offices in Eastern Europe, theCommunity of Independent States, the Mid­dle and Far East and in North Africa.

The headquarters of the company, whichwas founded in 1880, are located in St Gallen(Switzerland).

M&M Militzer&Münch

17International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

The German logistics properties

agent Garbe Logistic is set to coop-

erate with the Russian investment

and real estate company Accent Real

Estate Investment Managers in the

development of logistics properties

in Russia in future.

Jan Dietrich Hempel, a board memberof Garbe Logistic, said that «both part-ners benefit from the cooperation deal.We offer our extensive know-how in thedevelopment and deployment of highquality modern logistics centres to the co-operation agreement. Accent Real EstateInvestment Managers, in turn, has verycomprehensive knowledge of the Russianreal estate and investment market at alllevels of development – from the pur-chase of land to property managementthrough to stable and long-term invest-ment services.»

Stable frameworkAccording to founding partner AlexanderSamonov, Accent Real Estate InvestmentManagers will develop into a leading Rus-sian real estate corporation in the nextfive years, with the largest investmentportfolio in the entire Russian real estatemarket.

Samonov explained that «we currentlysee promising development opportunitiesin the Russian logistics property market,particularly in the region around Mos-

cow. The overall economic and politicalconditions are very stable. I’m convincedthat now is the right time to develop anew generation of commercial real estatein Russia. Garbe Logistic has been knownto me for a long time as an importantplayer and as a professional and reliablepartner.»

New opportunitiesTogether with existing partners, Samonovbelieves that they can offer first-class lo-gistics real estate activities in the Russianmarket. Accent Real Estate InvestmentManagers gathered initial experience in

the logistics property market when iterected a multi-temperature refrigeratedwarehouse south of Moscow, and a dis-tribution facility in Ufa.

«The cooperation agreement with Ac-cent Real Estate Investment Managersalso opens up new possibilities for ourcustomers,» said Hempel. «Together withour partner we can assist them in find-ing the right location for getting into theRussian market, and give them a serviceto set up logistics buildings of the samemodern standard as in Germany.»

www.garbe.dewww.areim.ru/en

Garbe Logistic and Accent Real Estate Investment Managers in Russia

Focusing on logistics properties

The Agroterminal logistics complex, an Accent property in the district of Synkovo in the greaterMoscow region.

Phot

o:Ac

cent

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18 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

The logistics service provider Dachser has

entered into a strategic partnership with

Fresh Logistics, which is a subsidiary of

the Raben Group. Dachser has seized the

opportunity of expanding its temperature-

controlled transport network in Central

and Eastern Europe.

Dachser recently started carrying out itsfood logistics services to Poland, Czechiaand the Baltic states in cooperation withthe firm Fresh Logistics. Alfred Miller,the managing director in charge of Euro-pean food logistics at Dachser, told themedia that «the new partnership enablesus to meet our goal of making reliableservices for all temperature ranges in thenon-frozen segment available to custom-ers in Eastern European countries.» Dailyservices to transhipment centres in theEastern European countries of Polandand Czechia now operate from Dachser’sbranch offices in Schönefeld (near Berlin)and Hof.

Dachser’s new partner Fresh Logisticsoperates a full groupage network in thefive Central and Eastern Europe countriesof Lithuania, Latvia, Estonia, Poland andCzechia. Consignments from all Germanpoints of departure thus reach consigneesin Poland or Czechia in just two to threeworking days, depending on the distancefrom the import platform. Like Dachser,Fresh Logistics also offers its customerson-demand shipment status informationand digitalised delivery documentation.

The Raben Group is Poland’s leadingfood logistics provider, through its FreshLogistics cold chain subsidiary. It has anetwork of nationwide Polish branch of-

fices handling the distribution of food-stuffs in all temperature ranges. Everynational retail chain is served on a dailybasis. Fresh Logistics employs a staff ofabout 600 people, manages 40,000 sqmof temperature-controlled warehousingspace and runs a fleet of more than 550vehicles.

The company is certified in accordancewith the ISO standards 22000 and 14001and has a quality-management system inplace that complies with ISO 9001.

As a result of the new cooperationdeal, Fresh Logistics will become the big-gest partner in Dachser’s European foodlogistics network. www.dachser.com

Dachser and Fresh Logistics teaming up

Partnership for fresh food logistics

Fresh Logistics is a foodstuffs logistics specialist for Poland, Czechia and the Baltic states.

Phot

os:F

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Logi

stic

s/Da

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r

Dachser has expanded its portfolio of temperature-controlled transport services.

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20 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

Eight months ago Vladimir Yakunin, thepresident of the Russian Railways (RZD),surprised industry experts, representa-tives of partner companies and journal-ists with an ambitious new strategy. «Thecorridor from the EU through Russia tothe Pacific is of particular importance tous,» he emphasised at the company’s an-nual conference in the prestigious BlackSea resort of Sochi.

«It is all about finding safe and prof-itable alternatives to sea freight, whichaccounts for around 95% of all freighttransported from Asia to Europe,» saidthe manager, appearing cautiously opti-mistic. RZD is therefore expected to playa crucial role for western exporters want-ing to dispatch their goods to the lucra-tive Chinese growth market.

According to a forecast made by theInternational Monetary Fund (IMF),China could replace the US as the pre-eminent global economic superpower byearly as 2016. The establishment of suchan intercontinental route could thereforegenerate billions of euros worth of rev-enue for the Russians. The medium-termaim is for 1% of the total traffic betweenAsia and Europe to be handled by rail.

In order to be able to better seize theseopportunities RZD, one of the largest

transport companies worldwide, is aim-ing to invest around EUR 57 billion inits infrastructure by 2015.

Capital and new impetus soughtInvestments totalling almost EUR 10 bil-lion have already been approved by theRussian government in the few monthsof this year.

To raise further capital, Russian Rail-ways is considering placing its shares onthe London stock exchange in 2015 or2016, as part of its privatisation process.So there is apparently no lack of desire toinvest in the future.

2013 has, however, got off to a bumpystart. RZD’s freight tonnage fell by 4%to 294 million t in the first quarter,compared to the same period last year.Its transport performance shrank by 4%to 672 billion tkm, although the trans-portation of coal remained stable at 78million t.

What was decisive was the fact thatthe transportation of oil products andconstruction materials declined by 2.2%and 8.7% respectively. These goods tradi-tionally play an important role for RZD,which is due to the fact that Russia is oneof the world’s largest producers of oil. The

Russian Railways ensure Euro-Asian mobility

Slow train coming hits express trackIn terms of transporting freight, the future belongs to rail – everywhere in the world. By 2030, the total sales of all modes of transport

is expected to amount to around EUR 10 trillion, a quarter of which will be generated by rail. In particular, the future belongs to goods

flowing between Asia and Europe. RZD, the railway company of the largest country on earth, which connects both continents, is aiming

to secure itself a significant share of this, but needs to do its homework first.

The vast Central Asian plains are also crossed by Kazakh railway lines.

Phot

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Z

21International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

country also has a healthy construction industry, whichis being stimulated by the winter Olympics, taking placein 2014, and the football World Cup, hosted in 2018.

Others, however, take a more critical view, believingthat RZD is still not fully exploiting the potential asso-ciated with these events. The required investment in itsinfrastructure is now more necessary than ever before,because the company occupies a dominant position inRussia’s transport industry. In fact, 80% of all freightand 40% of the country’s passengers are transported byrail, thereby making it Russia’s undisputed number onemode of transport.

Modernising one of the world’s largest networksThe Russians therefore need to undertake highly inten-sive modernisation work – a massive task in comparisonwith other former Soviet states, where rail networks arethat much smaller. RZD operates a network which coversabout 90,000 km, making it one of the world’s largest.

Particularly problematic is the fact that some areas ofthe vast country are not accessible, neither technicallynor logistically speaking. «This is also why Russia isn’treally comparable with other countries,» the Russian lo-gistics expert Michail Burmistrov said, calling for morefairness in the discussion.

Modernisation projects in Siberia and the Far Eastof the country focus on two routes – the Baikal–Amur

main line (BAM), and the Trans-Siberian Railway (Transsib). Moderni-sation of the Transsib which, with a total length of approximately 9,300km is the world’s longest rail route on which freight is also transported(in trade with China), and the continued expansion of the parallel,north-bound BAM route, is expected to commence on a large scale in2015. This will incur total costs of around EUR 23 billion.

Fine-tuning the fleetRenewing its fleet is another major concern for RZD. Last Novem-ber the company announced that it is aiming to purchase a total of675 electric main-line freight locomotives produced by a joint venturebetween Russia’s Sinara Group and Siemens between 2016 and 2020.The partners will fulfil this order with units produced by UralskijeLokomotivy. German companies in Russia will also contribute to thisbilateral collaboration by producing line filters, tension converters,traction engines, pressure regulators, auxiliary transformer units andcooling pillars.

Sebastian Becker/ah/cd

Investing in hardware. RZD presented a new wagon platform forcon-trailer and container transportation in December.

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D

By 2020, Kazakhstan expects the amount of railfreight transittraffic between Asia and Europe which crosses its territory toincrease to 35 million t. The amount of transit traffic crossingKazakhstan, Russia and Belarus has been rapidly increasingsince the formation of the three countries’ customs union in2009, explained Askar Mamin, president of Kazakhstan TemirZholy (KTZ), the Kazakh national railway company.

The extent to which RZD is now involved in interconti-nental projects is demonstrated by the electrification of theTabriz–Azarshahr route in Iran, which was completed lastOctober. Initial implementation in the highly-politicised regionis expected to be followed by a direct rail link between Resht(Iran) and Astara (Azerbaijan).

The implementation of these plans will not only enable thetransportation of additional freight volumes between the twocountries, but also improve the exploitation of the countries’geo-political position in securing trade and economic relationsbetween Europe and Asia. www.rzd.ru

Eurasian collaboration boosts freight business

ConneCting Worlds.Be it in France, China or Russia:Comprehensive service, unusual routes, and non-stopquality according to international standards – fromEurope to Asia and from North Africa to the Far East. Takeadvantage of our dense network with 120 locations inover 30 countries, our deeply rooted local know-how, ourpioneering spirit, and our innovative energy.

www.mumnet.com

22 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

The most important tool in former pre-mier Boiko Borissov’s three-and-a-half-year period in office was not the pen buta pair of scissors. Instead of poring overgovernment papers and signing docu-ments in his office in Sofia, he preferredto drive through the provinces inaugurat-ing new infrastructure projects.

No place seemed too remote, no build-ing project too insignificant for him not tocut a ribbon in the colours of the Bulgar-ian tricolour and inaugurate the buildingor project with a grand gesture appropriateto the father of the nation.

The then prime minister saw highwayconstruction as the urgent prerequisitefor economic growth, together with thefight against corruption and crime, andhe declared it his top priority. «The majorinfrastructure projects have either beenguaranteed funding from Brussels or havealready been cast in asphalt, including theDanube Bridge 2, the national highwayThrakia and some phases of the highwaysStruma and Hemus, he said in his handingover speech.

His successor, Marin Raikov, took overthe reins of the interim government untilelections can take place, slated for May. Itmust have hurt the master builder Borissovbadly not to be able to open the two ofthe country’s most important transport in-frastructure projects to traffic personally.The two inaugurations he will be forced towatch from the sidelines are the new bridgeat Vidin and the outstanding segment ofthe Thrakia motorway near Karnobat,which were planned to be completed wellbefore the scheduled regular parliamentaryelections at the beginning of July.

From neglect to a front-row seatThe story of Bulgarian highway construc-tion began in the mid-1970s. The socialistregime run by the then state and partyleader Todor Shivkov planned to con-struct a 1,000 km motorway networkconsisting of three main national high-

ways the Thrakia, the Hemus – both run-ning north of the Balkan mountains fromSofia to the seaport of Varna – and theTscherno More, running along the BlackSea coast from north to south.

100 km of motorway were scheduledto be built annually and the network wasto have been completed by 1988. But bythe time the regime fell in November 1989only 251 km were completed and a further72 km were under construction. When theEuropean conference of transport minis-ters set out its plans for aseries of pan-Europeantransport corridors in themid-1990s, the Bulgariansrealised that their countryis theoretically in an excel-lent geo-strategic position.

Five of the ten Europe-an transport corridors trav-erse the country. Situatedin the Balkans, it is at theintersection of Europe andWest Asia. Since that time,every government has tak-en up the challenge of ex-panding and modernisingthe underdeveloped and

dilapidated road and rail networks. Even ifBorissov’s cabinet was not able to keep allits promises, not even the opposition is ina position to deny its valiant attempts toimprove transport infrastructure.

In a report to parliament the outgo-ing regional development minister LilianaPavlova said that since July 2009, 1,609km of road had been rehabilitated or re-built, almost twice the length achieved inthe previous legislative session. KristianKrastev, the transport minister in the in-

Five pan-European corridors run through the Balkan state

Bulgaria building itself a modern t

The project of driving a motorway from Sofia through northern Bulgaria dates from the 1970s.Only two sections of the 450 km Hemus road have been completed, however.

Phot

o:Fr

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By summer 2012 the people of Sofia will be driving to Burgas by the Black Sea on the completed Thrakia east–west highway, the

newly-elected Bulgarian prime minister Boiko Borissov promised in summer 2009. During his time in office his cabinet would build

three highways, namely the Thrakia, the Lyulin and the Maritsa, the prime minister said at the time. On the day of his surprising

resignation on 20 February, the schedule had been quite different for some time. But logistical opportunities remain intact.

Bulgaria’s motorway network still has quite a few gaps.But if they were to be closed, then the country could assumethe role of a logistics hub between Europe and Western Asia.

Map

:Bul

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23International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

Volga-Dnepr fliesbison and a fuselageThe Russian full-freighter operatorVolga-Dnepr Airlines once again provedits heavylift airfreight expertise recentlywith two very different transport jobs.First a group of 30 bison calves becamethe airline’s latest live animal shipmentwhen they were flown from Edmonton(Canada) to Yakutsk (Russia) on board anIL-76TD-90VD cargo unit. The animalsfollowed 60 calves donated by the Cana-dian government to the Ust-Buotama andTympynai reservations in the Republic ofYakutia in 2006 and 2011, to help re-estab-lish the Eurasian bison population there.They travelled in special Volga-Dneprcontainers. The animals were accompa-nied by veterinarians and representativesof Canada’s Elk Island national park, whoensured their health and comfort duringthe journey. The IL-76TD-90VD flightwas organised by the Russian brokerAerologic Line, which chartered Volga-Dnepr’s aircraft on behalf of the Republicof Yakutia’s ministry of nature.

A fuselage in an aeroplaneThe transport of the fuselage for the newIrkut MS-21 Russian passenger aircraft re-quired the deployment of one of Volga-Dnepr Airlines’ giant AN-124-100 freight-ers, the largest serially-produced freighteraircraft in the world. The dimensions ofthe fuselage, which was transported be-tween the Russian cities of Irkutsk andZhukovsky in February, were 11.5 by 4.7by 4.2 m, so the gap between the AN-124-100 cargo hold’s contour was minimal andrequired all of Volga-Dnepr’s technicalloading expertise to ensure it was movedon and off the aircraft safely. Loading thefuselage required special tackle which wasproduced with Volga-Dnepr and Irkutskaviation plant specialists.

The metal fuselage was manufacturedby the Irkutsk aviation plant and was car-ried to the N.E. Zhukovsky Central Aero-hydrodynamic Institute for tests. TheIrkut MS-21 is one of a new generationof passenger aircraft whose developmentand production is being supported by agovernment programme for the develop-ment of civil aviation in Russia throughto 2015. The Irkut MS-21 is one of the keyprojects of the Russian aviation industryaimed at the civil aircraft market.

ahwww.volga-dnepr.com

n transport networkterim government, declared that «we wantto maintain this pace of infrastructure de-velopment.»

Important bridges across the DanubeKrastev claims that Bulgaria’s secondbridge across the Danube from Vidin toKalafat in Romania is 98% complete, buthe is unwilling to commit himself to anopening date. The latter depends on thesuccessful creation of a joint Bulgarian-Rumanian operating company, whichwill be responsible for the distribution oftoll revenues. According to recent infor-mation, trucks crossing the bridge will becharged EUR 37.

The Danube Bridge 2 is a long overdueaddition to the Friendship Bridge betweenRuse in Bulgaria and Giurgiu in Rumania.It is both a heavy vehicle and a railwaybridge. The bridge is also an importantintersection between the pan-Europeantransport corridors IV from Dresden (Ger-many) via Sofia to Thessaloniki (Greece),and corridor VII, which follows the courseof the Danube.

Northwestern Bulgaria, which is poorin infrastructure and can be consideredthe poor man of Europe, is hoping thatthe bridge will stimulate investment byattracting international companies. Klaus-Uwe Sondermann, whose consulting firmKombiConsult specialises in intermodaltransport, is working for Bulgaria’s greenfreight transport cluster.

Congestion in Sofia to be resolvedSondermann considers the new bridgean important building block to connectthe national rail system to the Europeantransport network. «By providing a linkthrough neighbouring Rumania it offersan alternative to the route through Serbiawithin the EU, thereby increasing compe-tition in rail transport.» But he considersthe modernisation of the northern andsouthern access routes the most urgentnecessity.

In the Middle Ages Sofia, which is lo-cated in the centre of the Balkan Peninsula,was at the intersection of traditional traderoutes from the North Sea to the Black Seaand from the Baltic to the Mediterranean.In those days its name was Sredets, the

Bulgarian word for centre. Today it is themeeting point of the three pan-Europeancorridors IV, VIII and X. Apart from thetwo east–west highways, the Lyulin, whichis just 19 km long and which was openedin 2011, also starts from here, heading duesouth. In recent years a sharp increase intraffic has led to massive congestion prob-lems in Sofia, which are to be resolved witha series of construction projects.

Untangling the knot in the centreThe competitive tender for the construc-tion of a highway running from Sofiato the Serbian border at Kalotina hasbeen issued. The highway will link thetwo transport corridors IV and VIII withcorridor X, which runs from Belgrade viaSkopje (Macedonia) to Thessaloniki.

Together with the proposed northernbypass to relieve the traffic on Sofia’snorthern ring motorway, which is presentlyin a pitiful state, it will provide a muchneeded route for transit traffic from Serbiato Turkey and relieve traffic considerablyin the coming years.

For traffic from Sofia along the Rila andPirin mountains in the south, the plan is tobuild the Struma, the first phase of whichis already under construction. By the sum-mer Sofia’s southern ring road is to be con-nected to the Hemus section, which is justa few kilometres east of Sofia.

Recently the EU allocated EUR 750,000for the a project called Sea2Sea, which hasbeen designed to examine the possibility ofconnecting the railways between the Greekports of Kavala and Alexandroupolis to theBulgarian Black Sea ports as well as to thecountry’s Danube ports.

If it is to implement a multimodalfreight corridor between the Aegean, theBlack Sea and the Danube, Bulgaria willhave to execute some very large projects inthe coming years. Some transport projectsare planned as part of pan-European trans-port corridor IX in the next EU fundingperiod under the 2014–2020 operationalprogramme for transport, as is the continu-ation of the Hemus and as is, above all,the so-called «project of the century» – atunnel under the Shipka pass through theBalkan mountains.

Frank Stier

24 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

Mr Sandalcidis, you have been in yournew position at Militzer & Münchsince October 2012. How do you feelabout the corporate culture of yournew employer in comparison with theBalnak Logistics Group?It was like a reunion with old acquaint-ances at Militzer & Münch, because I’dalready worked together with many of mycolleagues during in my time at Kuehne +Nagel, from the 1970s until 1994. Follow-ing that, I built up the Balnak companytogether with my partners over the courseof 18 years. Last year the company’s ma-jority shareholders sold their stakes toBorusan Logistics, leaving me free fornew challenges.

Your job description envisages expand-ing Turkey into a hub for logistics toand from the Central Asian countries.As president of the Turkish shippersassociation for many years, where doyou see the strengths in Turkey’s geo-graphical location? The industry therehas aimed to establish itself as a hub be-tween the Middle East and the Far Easton one side and Europe on the other.Turkey is indeed a natural hub, at thejunction between Europe and Asia, andhas made enormous transport infrastruc-ture advances in the last 20 years. Accord-ing to the World Bank’s Logistics Perfor-mance Index for 2012, Turkey improvedits ranking from 46th to 32nd, thoughadmittedly there are still problems withcustoms clearance. Linguistically, Turkeyhas an advantage when doing businesswith customers from numerous Cauca-sian and Central Asian countries.

Great investments have been madein infrastructure in Turkey, includingthe rail network with east–west connec-tions (Istanbul/Bursa–Ankara–Sivas)and connections to the Istanbul met-ropolitan region. In what time framewill multimodal options appear as asignificant mode of transport in addi-

tion to transportation carried out byroad haulage?Turkey suffers from inherited historicalburdens. In the first half of the last cen-tury, only the railway was used and then,following that, it was almost exclusivelythe roads. This trend was corrected inthe mid-1990s. 2023 will be a key year, asmany projects will be concluded in timefor the 100th birthday of the Turkishrepublic. Things are moving even morequickly, however. At the end of this year,the test runs for a new rail route from

industries are also developing. From abroader point of view the volumes aremodest, of course.

Kazakhstan is a gateway to the regionand a transit country for most of thetraffic. Does the key to future poten-tial in the region lie here, on the so-called new Silk Road?Militzer & Münch has been representedin Kazakhstan since 2002, which is avery important market for the CentralAsian region. In addition to the increas-ingly significant gas and oil exports andimports from the east that are handledthrough Kazakhstan, it is a transit coun-try for us for the entire region. The railnetwork plays a role here for intelligentmultimodal logistics solutions for goodsfrom China as well.

Where do Tajikistan, Turkmenistanand Uzbekistan figure in your logisticsactivities? Your company has been rep-resented by its own branch office inTajikistan since 2009.Militzer & Münch opened for business inTurkmenistan in 1992, and has also had apresence in Uzbekistan since 1994/1995.Our operations concentrate on tradi-tional transportation by truck and rail,with the logistics segment still underdevelopment. One part of our activitiesthere that should not be underestimatedis representing FedEx, which Militzer& Münch does in Kazakhstan, Uzbeki-stan, Georgia and Azerbaijan. We’re alsoworking on acquiring this business in ournewest location, Turkmenistan, where wehave operated since 2004.

How is each mode of transport devel-oping in the region? Are railfreight’sdays numbered? Will road haulagesoon dominate completely?Getting the goods to the seas is criticalfor the region. Special situations, suchas the one with sanctions against Iran atthe moment, the blocking of the Syrian

Perspectives from Europe through the Middle East to Central Asia

Our man at the BosphorusKostas Sandalcidis is the doyen of the transportation and logistics industry in Turkey, who has come to know the surrounding

European and Asian markets very well over the years. After the sale of his company he joined M&M Militzer & Münch in

2012 as regional director for the Middle East and Asia. He recently spoke to ITJ editor-in-chief Christian Doepgen.

Kars to Tbilisi (Georgia) and to Baku(Azerbaijan) will be performed.

The Central Asian countries of Ka-zakhstan, Tajikistan, Turkmenistanand Uzbekistan are in your area ofresponsibility. Is Kyrgyzstan of lessinterest?In Kyrgyzstan we work together with apartner company based in Bishkek, withwhich we’re as pleased as we are withthe course of business. This explains thedifference. In addition to the export ofraw materials, the textiles and foodstuffs

DIRECT GeneralCargo Service

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E-Mail: GUS-direkt@loxx.deTel.: 0049/ 209/6046-505

border and the unstable situation in Pa-kistan are geopolitical circumstances thatcannot be underestimated. Because theroute to the Iranian port of Bandar Ab-bas has become very difficult, the Turk-ish port of Mersin has taken on greatersignificance, for the export for exampleof cotton and aluminium from CentralAsia. As a result, interesting connectionshave emerged to take freight from Mer-sin by ferry to Alexandria and Aqaba inorder to supply Jordanian and Iraqi mar-kets. In addition, increased internationalinvestment in Northern Iraq has beennegotiated, which will make it possibleto increase the transport business in theregion via Turkey.

What multimodal options do the threeland-locked Central Asian countrieshave?For land-locked countries there is the tra-ditional route via Russia to Riga. We han-dle a lot of shipments to and from thereas well. In my estimation Tajikistan andTurkmenistan will, in the medium term,be pushed into the customs union whichRussia has established with Belarus andKazakhstan. This should lend momen-tum to trade and logistics in the region.

Explorations are also underway forroutes via Pakistani ports, to ship goodsthrough Central Asian countries. That isstill a broad field, however.

Other countries in the Caucasus,such as Azerbaijan and Georgia, arealso counted among the countries thatshould be aligned with the Turkishhub. While Turkey has already becomeGeorgia’s largest trading partner, Azer-

baijan has concentrated on exportingraw materials in coordination withRussian companies. How do you viewthese local prospects for the transportmarket?Georgia is the country in the Caucasusthat is most characterised by its strongwestern orientation. Development therehas been more towards Europe and lessin the direction of the CIS. The Georgianmarket is especially important for Turkey,as both sides have high expectations ofthe Tbilisi–Kars railway line.

In Azerbaijan, whose economy is cur-rently still largely characterised by the ex-port of raw materials, Militzer & Münchis active in the forwarding and courierbusiness, as FedEx’s representative. Theimport segment must not be underesti-mated there, either. The flow of goodsfrom Europe and Turkey goes through

Azerbaijan and on to Astrakhan in south-ern Russia.

China and Russia, potent representa-tives of the so-called Brics group ofcountries, form an attractive hinter-land for the region. China has increas-ingly concentrated its investment pro-gramme on its inland regions. Do yousee a weakening momentum from theMiddle Kingdom?China, where we currently have twelvelocations, is an important market for Mil-itzer & Münch. It will remain a centralengine for global transportation, of thatI’m convinced. We have had positive ex-periences organising transport from Chi-na via Kazakhstan using rail/air shippingand other intermodal solutions. Urumqiin Xinjiang has established itself as themost important logistics hub and stra-tegic intersection for international ship-ments between China, Kazakhstan andIndia, amongst other countries.

The potential for this intersection isstill underestimated, in my opinion. I alsoexpect rapid development in land trans-port at this hub because the TIR systemin the region will continue to expand.Kazakhstan has had experience with thisfor some time, and Pakistan is currentlyin the introductory phase. Even China isnot untouched by this development.

What is the situation in Russia? Haveyou seen any indication in the marketthat the prevailing export of raw mate-rials will expand to other goods?In my opinion, Militzer & Münch is amarket leader in Russia and our activi-ties there are correspondingly importantin the group. We’ll always be stronglyconnected to this core market from theregion that I serve.

The Russian customs union withneighbouring countries will certainly beexpanded, as I mentioned above. In thefield of tariffs, one of the key issues toaccelerate and expand trade, the solu-tions are on the table and were discussedat Fiata’s recent spring meeting. Little willchange in the structure of the traffic toand from Russia in the short term. Thereis great demand for imports to Russia (seealso page 16), and we expect continuedstrong business here.

Allow me to close on a more personalnote. I’m especially pleased by Fiata’sdecision to hold its 2014 World Confer-ence in Istanbul. This will give even morestimulus to the region.

Militzer & Münch is banking on growth in Central Asia too.

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Kostas Sandalcidis, a transport and logisticsindustry veteran, has worked for M&M since 2012.

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25International Transport Journal 15-16 2013 Eastern Europe and Baltic States Special

Three daring Russians, the pilots SergeyBykov and Sergey Dmitrenko and flightengineer Alexander Achimov, set off fromthe airport of the western Siberian city ofTyumen on 5 December 2012 to fly morethan 20,000 km to Cape Town (SouthAfrica). This was a special journey for tworeasons, with the aircraft they chose to

complete it in being none other than theplane lovingly dubbed Annyshka (whichmeans little Annie), the nickname of theAntonov AN-2 double-decker, which wasmanufactured from 1947 onwards. Thehistoric flight, which was called the «JustLove mission», was undertaken to cel-ebrate the 65th anniversary of the multi-

purpose aircraft. This particular unit wasin built in Poland in 1987, and was origi-nally designed to carry 1.6 t of freightor 12 passengers. It last saw active dutywith Utair’s cargo division. An Annyshkadouble-decker had never flown so far orfor so long before, with the ocean toocean adventure crossing the territoriesof Russia, Ukraine (where the South Af-rican Mark Hill and the English womanTracey Curtis-Taylor, representatives oftwo project partners, came on board),Czechia, Germany, France, Spain, Al-geria, Nigeria, Cameroon, EquatorialGuinea, Gabon, Congo, Angola, Nami-bia and finally South Africa.

After arriving at the Cape of GoodHope on 21 February, the silver-greyAnnyshka was stationed at Lanseria air-port between the South African capitalPretoria and the metropolis of Johannes-burg, where the aeroplane assumed itsdesignated role. It will be operated andmaintained by Execujet, one of the largestproviders of business flights worldwide,and will give orphans and other childrenfrom disadvantaged backgrounds the op-portunity to live their dream of flying.Mark Hill, who will pilot the Annyshkaon these flights, said that «experiencinga flight can bring unforgettable emotionsand change your life and your perceptionof the world.» ah

www.an2oceans.com

UTair Aviation sends a love letter to South Africa

From the Arctic to the CapeAn Antonov AN-2 «Annyshka» flew from the Arctic Ocean to the southern-most tip of

Africa recently. The historic and history-making freighter aircraft was made available

to a project called from ocean to ocean by the Russian airline UTair Aviation.

An impressive picture of the anniversary Antonov taking off from Lanseria airport in South Africa.

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26 Eastern Europe and Baltic States Special International Transport Journal 15-16 2013

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