ITJ Issue 19-20/2013

Transport
Journal
ITJInternational
19 · 20 | 10 May2013
www.transportjournal.com
ENGLISH EDITION
(also available in an identical
German and French version)
Special
Heavylift /
Breakbulk
Supplement
Rising sun
Japanese shipping
lines improving 10
Ecological efficiency
Lufthansa Cargo to
protect the environment 19
Higher priority
UIC streamlining
railfreight corridors 25

International Transport Journal 19-20 2013 Contents
3
HEAVYLIFT /
BREAKBULK
19·20 | 10. Mai 2013
Deutsche Ausgabe
Special in this issue
Heavylift/Breakbulk Special
Supplement
5 Editorial
7 People & Companies /Job Market
10 Shipping & Ports
10 Japanese shipping lines optimistic
13 No respite on the rates front
15 More containers shipped on the Rhine
16 Reorganising Germany’s waterways
Cadence decreasing 14
An uncharacteristically harsh labour dispute
by Chinese standards could help the port of
Shenzhen to gain some advantages vis-à-vis
the hub in Hong Kong.
Urgent relief 20
The logistics concepts required to ensure that
aid reaches disaster areas rapidly when its is
needed need to be highly sophisticated.
18 Aviation
18 Airbus wins massive Chinese order
19 European known consignors
19 Cargolux staying on track
19 Etihad in new Indian partnership
20 Forwarding & Logistics
23 FedEx celebrates nocturnal anniversary
24 Further expansion for UPS
24 DHL and Tom Tailor team up
24 Geneva’s ATG celebrates its anniversary
25 Road Haulage /Intermodal
25 Big railway confab in Munich
26 Swiss post office banks on the railways
26 MAN sees opportunities in Brazil
Warehouse boom in Sweden 28
There is nary a mention of overcapacities
in the Swedish warehousing segment. Quite
the opposite on fact – the expansion of the
region’s facilities is proceeding apace.
27 Regional Focus
27 Nordic Countries and Baltic States
29 Central Europe
30 Western Europe
31 Eastern Europe
32 Miscellaneous /Masthead
33 A Time for Reflection/Advertisers’ Index
Cover: A bridge’s eye view of a container being loaded.
Photo: thinkstock
34 Trade Fairs & Conferences

International Transport Journal 19-20 2013 Editorial
5
Dear readers,
The year seems to have only just started,
with the European spring apparently
still undecided about whether it
wants to assume its role of ushering in
the new this year, but for many of us
the season is already coming to a close
again – the sport season, that is.
American football’s Super Bowl XLVII
was held in February, Australian cricket’s
Sheffield Shield final in March, and
May brings us to the closing stages of
most of the European football leagues
as well as to the final of the Indian Premier
League (IPL) cricket tournament.
July will then see Japan’s baseball
champion being crowned in the final
between the victors of the Central and
Pacific leagues. You’d be forgiven for
thinking that summer brings a natural
break to everyday business.
But that’s an illusion. Just as there’s
no respite in today’s business world,
there’s also never a time when sportsmen
all across the globe are enjoying
their post-season drink. The Brazilian
football season starts in January for
some teams, in May for others, and
continues right through to December.
Where is the famous Brazilian laissezfaire
in that? The Formula 1 world
racing championship runs from March
to November. And after all that? Why,
shortly after the season finishes – preseason
training starts!
My conclusion from all this is that in
our age of globalisation, sport – just
as they say about New York – never
sleeps. The same applies to the transport
and logistics industry’s heavylift
and project cargo segment. You’ll
once again find a plethora of interesting
analyses and case studies from the
sector in our special supplement. If you
want to get into the subject in even
more depth than the 72 pages in our
Special provide, then why not meet
up with us at Breakbulk Europe in
Antwerp (13–16 May)?
We’d enjoy having a
chat with you there.
Christian Doepgen
Editor-in-chief
www.transportjournal.com

6 People & Companies International Transport Journal 19-20 2013
Europe
Danes in Norway
Blue Water Shipping (BWS) opened a
second branch office in Norway on 1
June. Thomas Kejser-Lervike, Blue Water’s
managing director in Norway, told
Ingve Iversen, Thomas Kejser-
Lervike
Photo: Blue Marine
the media that the office in the country’s oil capital of
Stavanger will meet growing demand for heavylift and
project cargo services from the country’s energy industry.
The new branch will be managed by Ingve Iversen.
Son in line for Heppner top job
Jean Schmitt, chairman of Groupe Heppner’s board,
introduced his son Jean-Thomas Schmitt as the firm’s
future boss recently. Jean-Thomas Schmitt, who was
earlier appointed deputy director general by Heppner’s
board of directors, has spent four years gathering experience
in various departments. Now he is taking charge of
the eastern section of Heppner’s general cargo network
in France, as well as of international overland services.
His boss and father Jean Schmitt said that his son will
assume the leadership role in three or four years. rk
Italian transport minister named
M&M management board grows
The Swiss transport provider M & M Militzer &Münch
International made Sacho Todorov a member of its management
board on 1 May. He took over the responsibility
for the firm’s road business sector from CEO Ewald
Kaiser, who will focus more intensively on the group’s
strategic orientation. Todorov retained his positions of
regional managing director Southeast Europe and CEO
of the M & M entity in his home country Bulgaria.
New CCO for Maersk Line
Stephen Richard Schueler was appointed as chief commercial
officer of Maersk Line on 27 May. He joined the
Danish shipping line from Microsoft, where he headed
the global retail sales and marketing unit. Schueler, who
previously worked for Procter & Gamble for 20 years,
took over from Lucas Vos, who left his post on 1 May.
CCO for Western Europe:
Helmut Kaspers
Maurizio Lupi, one of Silvio Berlusconi’s confidants, is
Italy’s new infrastructure and transport minister. Lupi,
who has been a member of parliament since 2001, was
last a party political spokesman for public works.
Photo: Damco
Damco regional CCO
Damco has chosen Helmut Kaspers as its
new CCO for West Europe. Until the end
of 2011 he worked for the international 3PL
company Logwin. His previous positions
include CEO of the Birkart Globistics
Group, and he has also worked for Kuehne
& Nagel, Schenker and Dachser. In
addition to his new role as Damco’s COO
for West Europe, Kaspers will continue to
act as non-executive director of the board
of TAL International (USA), a container
leasing company, a role he took during a
sabbatical in 2012.
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8 People & Companies International Transport Journal 19-20 2013
OPDR restructures Iberian network
OPDR has made Sevilla its hub in southern Spain for all
transport streams between northern Europe and the Canary
Islands. Fernando Muñoz, OPDR’s office manager
in Sevilla, became the new managing director of OPDR
Iberia, was established in 2012, on 1 May. OPDR Iberia
now has six offices in Spain and the Canary Islands.
Fred van der Heijden, Wim Zieleman
Changing of the Groeneveld guard
Fred van der Heijden will become managing director of
Groeneveld Benelux on 1 June, heading Groeneveld’s
sales and service organisations there. After a career in
the DAF and Volvo dealer networks, van der Heijden
became a commercial vehicle sales manager with MAN
and Volkswagen. He will succeed Wim Zieleman and
report to Erik Schiphorst. Zieleman will become senior
business development sales coach and also be in charge
of initial commercial support in new markets. He will
report to Ron den Engelsen.
Changes of address
Greencarrier Dalian
Room 1909, Times Building, No. 7 Gangwan Street, Dalian, China
Tel +86 411 6289 9810, Fax +86 411 8279 8077
E-mail kathy.le@greencarrierasia.com.cn
www.greencarrier.com
Bertling Logistics Canada
One Executive Place, Suite 701, 1816 Crowchild Trail NW,
Calgary AB T2M 3Y7, Canada
Tel +1 403 313 82 99, Fax +1 403 220 13 89
E-mail: chris.beringer@bertling.com
Jumbo
Havenstraat 23, NL – 3115 HC Schiedam, Netherlands
Tel +31 10 79 00 300, Fax +31 10 43 34 624
E-mail: info@jumbomaritime.nl, www.jumbomaritime.nl
Photo: Groeneveld
Management committee complete
The Swiss shipping and port industry association (Schweizerische
Vereinigung für Schifffahrt und Hafenwirtschaft
SVS) elected Roman Meyer, the CEO of the
company Swissterminal, to its management committee
at its recent annual general meeting. SVS president
Ralph Lewin called for at the AGM federal funds for the
planned Terminal Nord trimodal centre in Basel.
Africa
CTN names new CEO
Karem Mansour has taken over the reins
of the Compagnie Tunesienne de Navigation
(CTN) from Jamel Gamra, who was
recently appointed as the country’s new
tourism minister. The new CEO studied
at the merchant marine college in Sousse
(Tunisia), the catholic university in Louvain
(Belgium) and the World Maritime
Karem Mansour
Photo: CTN University in Malmö (Sweden). Mansour
was previously the director of the Tunisian
merchant marine and port authority (Office de la
marine marchande et des ports OMMP) and the director
general of the Mediterranean Institute of Maritime
Training in Radès. Mansour recently assumed the post of
director-general of studies and planning in the transport
ministry.
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International Transport Journal 19-20 2013 People & Companies
Americas
New Tiaca chair
Oliver Evans, the chief cargo officer of
Swiss WorldCargo, and Enno Osinga,
senior cargo vice-president at Amsterdam
Schiphol airport, were elected to Enno Osinga, Oliver Evans
two-year terms as chairman and vicechairman
respectively of the International
Air Cargo Association (Tiaca) at the association’s
annual general meeting in Dallas TX (USA). Former
vice-chairman Evans succeeded Michael Steen, executive
vice-president and CCO of Atlas Air Worldwide
Holdings, who had been Tiaca chairman since 2010.
US transport minister nominated
US president Barack Obama has nominated Anthony
Foxx, the mayor of Charlotte SC, as secretary of
transportation. The next step envisages confirmation
of the appointment by the senate. Foxx, a Democrat,
will replace Republican Ray LaHood, who confirmed
in January that he would step down once a successor
was found.
Asia
Changes at K Line
Photo: Tiaca
The Japanese carrier Kawasaki Kisen Kaisha Ltd (K Line)
has decided on some changes which are subject to approval
by the general meeting of shareholders on
25 June. The board promoted managing executive officer
Tsuyoshi Yamauchi to managing executive director.
Executive officer Yutaka Nakagawa was made an executive
officer director. Director and chairman Hiroyuki
Maekawa became special executive adviser. Director
Takashi Yamaguchi, who is retiring from his position,
became president of K Line (Japan) on 1 April. Auditor
Tetsuo Shiota is now going to be an adviser.
MOL revamps executive
The Japanese carrier Mitsui O.S.K. Lines (MOL), under
the aegis of president Koichi Muto, has made a number
of changes to its organs, which are subject to approval
at the annual shareholders’ meeting on 21 June. Senior
managing executive officer Kazuhiro Sato, a current
board director, has been named representative director.
Former managing executive officers Junichiro Ikeda and
Masahiro Tanabe have been promoted to directors, and
the former general manager of investor relations, Takehiko
Ota, to corporate auditor. Representative director
Toshitaka Shishido will retire and become an executive
adviser, whilst outgoing director Masafumi Yasuoka will
become an adviser and director Shugo Aoto will become
president of MOL Techno-Trade.
Congratulations
An award for Express Global Logistics.
Photo: Express Global India
One of the best
9
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10 Shipping & Ports International Transport Journal 19-20 2013
Financial 2012
Japanese lines steer different courses
The three Japanese shipping companies MOL, K Line and
NYK ended their financial year 2012 in March. The results
are very mixed.
MOL has posted a loss for the second year in succession.
Whilst the shortfall in financial 2011 amounted
to JPY 26 billion (USD 267 million), the negative result
rose to a total of JPY 179 billion (USD 1.9 billion) in
the last business year. According to statements from the
company, the main reason for this development was a
comprehensive restructuring programme that cost approximately
USD 1 billion, combined with the generally
poor market conditions.
The carrier reported total revenues of USD 16 billion
in financial 2012. This equates to a 5.2% increase
compared to the preceding year. This upswing was due
in part to a recovery in the container sector vis-à-vis
financial 2011. During that period, the loss from box
transport was around the USD 307 million mark, whilst
last year MOL was able to reduce its deficit to USD 115
million. The main reason for this was the increasing use
MOL, K Line and NYK posted a mixed bag of results for financial 2012.
of slow steaming and a reduction the number of sailings, according to
MOL. In the current financial year, MOL expects to register a profit
of USD 514 million from all of its business divisions.
K Line, in contrast, succeeded in inking black figures again last year,
after reporting a loss in financial 2011. The net result for the entire
Photo: thinkstock
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International Transport Journal 19-20 2013 Shipping & Ports
11
group was JPY 10.7 billion (USD 113 million) in 2012, a favourable
comparison to K Line’s loss of JPY 41 billion (USD 422 million) a
year earlier. This change was the result of a stringent cost-cutting programme.
K Line’s container transport business generated a profit of
USD 68 million, a marked contrast to the loss of USD 396 million that
was registered in 2011.
Like MOL, K Line also said that last year’s turnaround was primarily
due to a series of efficiency-boosting measures, such as the deployment
of larger vessels, the termination of several services, slow steaming and
the attempts to raise freight rates, for example.
NYK benefits from diversification
In terms of the business figures, competitor NYK came out tops
amongst Japan’s three major shipping companies. NYK registered a
profit of JPY 18.8 billion (USD 193 million) for financial 2012, a very
handsome result compared to the hefty loss of JPY 72.8 billion (USD
748 million) in 2011.
NYK has a wider range of vessels in its fleet than either MOL and
K Line, and was able to benefit from profitable services in the bulk
shipping sector and from the car transport business, which was also
an earner.
The container-shipping field also proved to be less than pleasing
from NYK’s financial point of view. However, the carrier succeeded in
reducing its loss of JPY 44.7 billion (USD 455 million) in 2011 to JPY
9.4 billion (USD 96 million) in the year that closed in March 2013.
av
www.kline.com
www.mol.co.jp; www.nyk.com
The French ferry shipping company SNCM has been asked to
refund approximately EUR 220 million.
SNCM has to repay financial aid
According to an EU Commission resolution, the French
government has to claim back part of the financial aid it
gave to the Corsican ferry company SNCM, as this has
been categorised as illegal government assistance. The
demand for repayment amounts to a total of approximately
EUR 220 million. Whilst the commission deems
the financial aid provided by the French government as
part of the delegation of its public services for 2007 to
2013 to be legal, this does not apply to the additional
financial support provided by the Corsican territorial
council for transportation services in the summer tourist
season. It believes that this is illegal government assistance
and must therefore be repaid.
One of SNCM’s competitors had complained to Brussels
about this financial aid. For the chairman of the
SNCM board, Marc Dufour, the EU Commission’s decision
is the equivalent to a death sentence for the ailing
ferry company. The French government has reserved the
right to appeal against this decision.
rk
www.sncm.fr
Photo: SNCM
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International Transport Journal 19-20 2013 Shipping & Ports
13
The development of the container freight rates
Small shipping lines face big problems
The container rates on the route between
the Far East and northern Europe declined
again last week. This development has
made it impossible for smaller container
lines to operate competitively. The cascade
effect means that other trades will also
be affected by this development in the
medium term.
Small container shipping lines no longer
have a chance of competing successfully
with the big players in the industry in
the main trade lane between Asia and
Europe, according to the English analyst
Drewry’s weekly container report. Withdrawals
by several lines, including Misc,
for example, illustrated this trend as early
as 2011, whilst the recently-confirmed
final closure of Grand China Shipping
also exemplifies the trend.
Small ships no longer stand much of a chance in the trade between the Far East and northern Europe.
Exclusive club
Drewry stated that not one of the container
shipping companies outside of the 20
largest ones in the business offer regular
services in this trade any more. According
to the analyst vessels in this trade need to
have a capacity of more than 10,000 teu
to be able to operate successfully.
The threshold in the transpacific trade,
in comparison, stands at 6,250 teu, and
in the transatlantic trade it is even lower,
at 4,460 teu.
This development has serious consequences.
The cascade effect involves shipping
companies introducing new vessels
with larger tonnage, which then pushes
the smaller ships operating in the trade
lane between Asia and northern Europe
to other routes.
Over and above this, many shipping
companies also recently extended the capacities
on offer in their trades to and
from the east coast of the Americas in
particular.
Just last month MSC, the second-largest
container shipping line worldwide,
added a brand new connection on this
route. It is true, however, that the company
envisages using vessels with tonnages
of just 2,000 teu in its new Ipanema service.
This represents a reduction in capacity
in relation to its previous slot-charter
agreement with CSAV and CSCL. The
lines had previously deployed vessels with
capacities of 6,350 teu in their Seas1 and
Asax1 services.
The tip of the iceberg
Drewry believes that the vessels in the
new Ipanema service only represent the
tip of the iceberg, however. Specifically,
after the fierce competition in the trade
between the Far East and northern Europe,
the analyst expects there to be a
tough battle over rates in the trade between
Asia and the east coast of South
America too. In this trade Hamburg Süd
has set new standards by taking delivery
of new vessels with a capacity of 7,100 teu.
MSC and other shipping companies will
want to compete at this level. Ships that
are withdrawn from Far Eastern trades
need to be deployed elsewhere. Evergreen,
Coscon and Zim are planning to increase
their tonnage in the trade between the Far
East and South America too.
The capacities of the ships they currently
deploy there range between 3,500
and 4,500 teu. This is expected to double
in the near future. The region is gearing
up for the impending peak reefer goods
season, with Brazil and Argentina at the
forefront.
Drewry nevertheless believes that the
Asia–South America trade is not really
ready for additional capacities. The result
is likely to be declining freight rates,
which could then lead to similar developments
as have been observed in the trade
between the Far East and Europe. av
www.drewry.co.uk
World Container Index – Shanghai–Rotterdam container freight rates (USD/feu)
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
June 12
July 12
Aug 12
Sept 12
Oct 12
Nov 12
Dec 12
Jan 13
Feb 13
March 13
April 13
May 13
Photo: thinkstock
Source: World Container Index/ Drewry

14 Shipping & Ports International Transport Journal 19-20 2013
Unrest in the third-largest container port in the world
Results of a strike in Hong Kong
A weeks-long confrontation between dockworkers and the terminal operator Hutchison
International Terminals (HIT) has jeopardised the key port of Hong Kong’s ability to compete.
The competition in Shenzhen is benefiting from the situation.
The nearby port of Shenzhen is currently
handling shipping diverted from
Hong Kong. For HIT this development
is probably little more than a minor nuisance,
as the company also has a stake in
the container business in Shenzhen. In
terms of the port of Hong Kong’s ability
to compete, however, and by extension
that of the companies that depend on it,
the situation is far from trivial.
In late March, employees of the company
Global Stevedoring Service (GSS),
a subsidiary of HIT, went on strike and
demanded a 24% increase in pay. As a
result, GSS announced at the end of April
that it intended to shut its operation down
by 30 June. The company explained the
move by noting that its contract with HIT
is due to expire in mid-year. Furthermore,
the company said that the weeks of strike
had crippled its ability to continue operations.
At the time the ITJ went to press
there was still no end in sight to the dispute
between the port workers and the
terminal operator HIT. Far from moving
toward a resolution, the workers’ protest
reached a crescendo on 1 May.
Local media reported that approximately
10,000 people who had gathered
to call for greater social justice were additionally
supporting the port workers
in their demands for higher pay and
better working conditions. Estimates of
the number of strikers vary, but the latest
reports in the local media place their
numbers at about 450 port workers.
Photo: thinkstock
Hong Kong handled 23.1 million teu in 2012.
Li Ka-Shing, one of the richest men in
the world according to Forbes magazine,
is the man behind HIT. He holds a majority
stake in HIT through his subsidiary
Hutchison Whampoa. Li Ka-Shing explained
that HIT has nothing to do with
the dispute, as the strikers are employed
by subcontractors.
av
www.hutchison-whampoa.com

International Transport Journal 19-20 2013 Binnenschifffahrt
15
Shipping on the Rhine and the Danube
More boxes on the Rhine
The Swiss Rhine ports have reported very
mixed results for the first quarter of 2013.
Whilst overall throughput decreased, the
volume of container transport increased.
Port of Switzerland, the operator of the
Swiss inland ports on the River Rhine,
was already pleased with its good container
transport figures last year – and
now the positive trend has continued
into this year. In the first quarter of 2013
the inland port recorded an increase of
almost 11% compared to the same period
last year. The hubs handled a total of
26,767 teu during the first three months
of 2013.
Call for efficient ship/rail connections
The port attributes this strong growth
to a shift in the logistics chains to and
from the sea ports of northern Europe.
Whilst imports and exports between the
Swiss Rhine ports and the German port
of Hamburg recorded a decrease, traffic
on the Rhine to and from Rotterdam and
Antwerp increased.
According to a company media release,
this development has highlighted the urgent
need for further increases in capacity
and for efficient connections between
container shipping and rail in the port
of Kleinhüningen (Basel). In terms of inbound
container traffic, the inland ports
on the Rhine recorded 17% growth. The
main driver in this field was the transport
of empty containers, however, which increased
by 30% to 4,675 teu.
Overall result less positive
The volume of full containers imported
also grew, by 12% to come in at 9,206 teu.
Overall export traffic, on the other hand,
only increased by around 4%. Whilst
the volume of full containers exported
increased considerably, by 22% to a total
of 7,547 teu, the volume of empty containers
handled in this field fell by 13%.
The overall result for the first quarter
of the year is less positive, however. With
Switzerland’s Rhine ports reported mixed results.
1.54 million t, the inland port handled
around 16% less than in the corresponding
period last year. In particular, the
volume of liquid fuels and combustibles
imported declined. The port imported a
total of 650,000 t, which is a hefty 30%
less than in the corresponding period of
last year.
According to the Swiss Rhine ports
the reason for this was primarily due to
the fact that both Switzerland’s refineries
were fully operational in the first quarter
of the year, whilst last year the were
not, and thus the import of mineral oil
products decreased. This is not alarming,
but rather signals a return to normal as a
result of the changed conditions. av
www.portofbasel.ch
Photo: Port of Switzerland
Good result for the Duisport Group
In the 2012 financial year the operator of the inland port of Duisburg
(Germany) generated a total turnover of EUR 160 million. Its
performance, including revenues from strategic investments, therefore
increased by around 8% compared to the previous year. In terms of
earnings before interest, tax, depreciation and amortisation (ebitda)
the Duisport Group was last year again able to surpass the high figure
of EUR 27.8 million set in 2011, reaching EUR 29 million this time
around. Its earnings before tax of EUR 12.1 million increased by 13%
compared to the previous year. According to Erich Staake, chairman
of the board of Duisburger Hafen, the centre’s concept of combining
traditional port business with a variety of logistics services has proven
to be very successful.
av
www.duisport.de
Cooperation deal now stronger
Mierka Donauhafen Krems, an Austrian inland port
on the Danube, is set to benefit from a capital injection
from the German logistics service provider Rhenus.
The latter has decided increase its stake in the company
Mierka Beteiligungs-GmbH, the owner of the Danube
hub, from 26 to 51%. In future Mierka Donauhafen
Krems will thus be able to bank even more on a cooperation
agreement it has with the port logistics subsidiary
of Rhenus. This means it will be able to offer better
trimodal logistics solutions on the 3,500 km Rhine-
Main-Danube inland waterways. The move is subject to
regulatory approval.
av
www.mierka.com
Ethiopian Shipping & Logistics Services Enterprise
Regular Liner Services to/from Djibouti
on inducement direct calls toPort Sudan -Hodeidah -Aden
E.S.L. Delegation for Europe: P.O. Box 23118, 3001 KCRotterdam -Dienstenstraat 15, 3161 GNRhoon
Telex: 24 123,Tel.: 413 7455, Fax 413 34 91, E-mail: esLsc@planet.nl
HAMBURG BREMEN TILBURY MIDDLESBROUGH ANTWERP ROTTERDAM MARSEILLE LE HAVRE
Cargo-Levant Cargo-Levant Cory Brothers Cory Brothers Overseas Maritime Steder Group Société Maritime Société Maritime
Linienagenturen Linienagenturen Shipping Ltd Shipping Ltd Transport NV Liner Agencies BV International International
GENOA LEGHORN TRIESTE BARCELONA GOTHENBURG OSLO COPENHAGEN
Fratelli Fratelli Fratelli Romeu &Cia. S.A. Freightman Linjeagenturer AS. Scan Shipping
Cosulich Cosulich Cosulich

It’s all happenIng
rIght here.

International Transport Journal 19-20 2013 Inland Shipping
17
Overhaul of the German national waterways board
Reform – one step at a time
The overhaul of the management of Germany’s waterways is underway. Despite protests
from various federal states Peter Ramsauer, the country’s transport minister, opened a
new general directorate for waterways and shipping in Bonn on 1 May.
The waterway and shipping officers
throughout the land have now become
local branches of the new general directorate
for waterways and shipping (Generaldirektion
Wasserstrassen und Schifffahrt
GDWS). For the time being they will remain
the regional first-stop shops for customers
of the country’s inland waterways
and shipping board. The GDWS will
initially consist of five sections. Compared
to the previous set-up the fields of
shipping, environmental issues, waterway
management and waterway tourism have
been strengthened.
One task for the new general directorate
is to determine which 2,500 of the
12,500 jobs to dispense with over the
next seven years, and to decide which
of the 46 shipping offices to close. The
waterways board was hitherto divided
between two research and development
centres and seven waterway and shipping
directorates. These were divided into 39
regional waterways and shipping offices
and seven new building offices.
The structure had «caused friction in
the organisation and was not very efficient.»
It was not very well suited to the
board’s tasks, and neither was it economic,
according to Ramsauer. «These longoverdue
reforms have been postponed
for twenty years now. Every proposal has
failed so far,» he explained. By establishing
the GDWS the path is now finally
clear for the efficient management of the
country’s waterways. The minister sought
Photo: thinkstock
The GDWS is the new body in charge of all
Germany waterways.
to reassure the public that there would be
no compulsory redundancies, nor would
anyone be transferred against his will.
Hans-Heinrich Witte, the former president
of the northern directorate, is the
president of the GDWS, which manages
23,000 km of maritime shipping lanes
and 7,300 km of inland waterways. av
www.bmvbs.de
Euro-Med Services
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18 Aviation International Transport Journal 19-20 2013
18 more wide-bodied aircraft ordered
China purchases 60 Airbus aircraft
François Hollande bore witness to the signing of a contract between the China Aviation Supplies Holding Company (CAS) and the
European aircraft manufacturer Airbus. The French president‘s official visit to the People’s Republic of China, about a year after
he took office, was certainly worthwhile.
March, around 750 A320-series aircraft
were in operation with 14 Chinese airlines,
and more than 110 A330s were being
used by six carriers.
As well as passenger aircraft with generous
under-floor cargo space (136 to
162 cbm), the A330 series also includes
pure freighters. Airbus has received more
than 1,200 orders for these long-haul aircraft,
and around 900 units are already
being used by about 90 operators.
State-owned CAS has signed a contract
with Airbus for the purchase of 60 aircraft,
including 42 A320-series aircraft
and 18 A330s. The contract was signed on
25 April in the Great Hall of the People in
Beijing, by Li Hai, president and chief executive
officer of CAS, and Fabrice Brégier,
president and chief executive officer
of Airbus. The French president François
Hollande and his Chinese counterpart Xi
Jinping were also present. This contract is
one of a number of deals signed on the
same day between France and China.
A330 full-freighters
China is an extremely important market
for Airbus, just as it is for the American
aircraft manufacturer Boeing (see
ITJ 17-18/2013, page 32). At the end of
Most successful single-aisle jet ever
With more than 9,400 aircraft sold and
more than 5,500 delivered across the
world, the A320 is «the world’s most successful
single-aisle jet ever,» according to
the manufacturer.
Even though the range (6,850 km) and
payload (21 t) of this type of aircraft are
limited, it is still one of the major players
in the airfreight market, thanks to its container
loading system, which meets the
global standard for wide-bodied aircraft.
ah
www.airbus.com
In brief
80 years of Singapore links. Koninklijke
Luchtvaart Maatschappij (KLM, which translates
into royal aviation company), recently
commemorated its first flight to Singapore,
which took place 80 years ago. A Fokker F-18
operated by the oldest Dutch airline landed
there on 3 May 1933, starting the first-ever
regular service by a western airline to the lion
city. Air France–KLM Cargo celebrated the
event by gifting 48,000 tulip bulbs weighing
14 t to Singapore’s botanical gardens.
www.afklcargo.com
Loss smaller than expected. Financial 2012
was worse than 2011 for Luxembourg’s carrier
Cargolux, with a loss of about EUR 27 million,
compared to a loss of EUR 14 million in
the previous year. The company had expected
an even greater deficit of EUR 44 million for
the full year, however. Cargolux transported
645,759 t of freight t (–2%) on its 16 Boeing
B747-400F aircraft. www.cargolux.com
Collaboration in India. A move that has
already been anticipated for a while (see ITJ
05-06/2013, page 29) was confirmed at the
end of April. The UAE’s Etihad Airways and
India’s Jet Airways have entered into a strategic
alliance. The Abu Dhabi-based carrier is
taking a 24% stake in Jet Airways worth
USD 379 million. www.etihadcargo.com
cargo.jetairways.com
Mysterious crash. A Boeing B747-400
full-freighter owned by the US carrier National
Air Cargo crashed after take-off from Bagram
(Afghanistan) on 29 April, killing all eight crew
members. www.nationalaircargo.com
Dreamliners back in the
air, Jumbos in trouble
The US aircraft manufacturer Boeing has
reacted to a paucity of orders for aircraft
by reducing the production rate of its flagship
B747-8 from 2 units a month to 1.75
units. The plane maker’s latest new unit,
the B787 Dreamliner, in contrast, is doing
better again. Having been grounded
for three months on account of incidents
with batteries the US Federal Aviation
Administration (FAA) has now certified
a solution and given Dreamliner operations
the green light again. Following retrofitting
work and test flights Ethiopian
Airlines became the first B787 operator
to resume scheduled Dreamliner flights
on 27 April.
www.boeing.com

International Transport Journal 19-20 2013 Aviation
19
Photo: LUG Aircargo Handling
A conference on the environment – and practical implementation
Plans for green cargo
200 guests from the logistics, scientific and media communities attended Lufthansa
Cargo’s third environment conference in late April. The firm underlined its plans to
reduce its impact on the environment.
Since March the Frankfurt-based ground handler LUG has been testing fuel-cell powered forklift
trucks made by the company Still.
All of the speakers agreed unanimously
that the logistics industry has a very extensive
impact on the environment. The
industry is also in agreement that bolder
action is necessary to promote the goal
of a more environment-friendly aviation
industry. Dr Karl-Rudolf Rupprecht, an
executive board member at Lufthansa
Cargo, called on the participants of the
conference to intensify their efforts. «Our
best chance to ease the burden on the environment
requires the concerted efforts
of every link in the logistics chain, together
with scientists and policymakers.»
Much more transparency is needed,
Rupprecht said, if transport-related decisions
are to take greater account of environmental
effects in the future. He said
that comparability between individual
airlines is particularly difficult, because
not every airline releases specific emissions
data for its aircraft.
B777F to lower LH carbon emissions
Rupprecht expects emissions at LH
Cargo to drop considerably from this
winter, when the first two of five Boeing
B777 freighters the company ordered
take to the skies. The most efficient and
quietest freighter in its class, the Boeing
B777F generates 20% fewer carbon emissions
then the MD-11 freighters currently
deployed by Lufthansa.
For its part, the Frankfurt-based
ground handling company LUG Aircargo
Handling, a member of the local
airfreight supply chain, is taking part in
a green logistics project supported by the
environment and energy ministry of the
German state of Hesse.
More ecological forklift trucks
The so-called H2BZ initiative encourages
companies in the state Hesse to test the
benefits of a new technology which aims
to make forklift trucks used for internal
transport and loading of goods more energy
efficient and environment-friendly
than conventional units powered by internal
combustion engines.
Because the availability of the technology
in Europe is still unknown to a
great extent, the fuel-cell powered forklift
vehicles are produced only in small quantities,
casting doubt on their economic
viability. Conditions for these vehicles
are better in the USA, where they are being
used in increasing numbers. ah
www.lhcargo.com
www.lug-fra.com
1,895 known consignors,
one airline grounded
On 28 April the pan-European deadline
to register as a so-called known consignor
expired. From 29 April only airfreight
handled by companies officially listed as
known consignors can be classified as secure.
All other air cargo must be inspected
prior to being loaded onto an aircraft.
The German civil aviation authority
(Luftfahrt-Bundesamt LBA), which has
been mandated to look after registrations,
is satisfied with the results of the past few
months. The department, established in
the summer of 2011 to tackle the air cargo
safety issue, was faced with the balancing
act of setting up its own organisation at
the time, whilst simultaneously handling
registrations.
By the time the deadline came, the
LBA had issued 1,895 official certifications
to known consignors. In all, 2,354
companies submitted applications for
certification. A further 81 stations were
audited. Most of the complete applications
for known-consignor certification
submitted to the LBA by 31 March were
processed prior to the deadline. «The
companies concerned now enjoy the
status of officially-registered known consignors,»
the LBA said.
Operating licence revoked
The aviation authority had some bad
news too, however, specifically for the
airfreight carrier Air Cargo Germany
(ACG). On 18 April the LBA summarily
revoked ACG’s operating license. «We
were completely taken by surprise by
this disruption,» CEO Michael Schächer
wrote to the company’s freight forwarding
customers. The firm, founded just
four years ago, got the bad news just as
two of its four Boeing B747-400F aircraft
stood fully loaded and ready for takeoff
on the tarmac at Frankfurt airport.
The LBA has not provided official
details on its reasons for revoking the
licence. In all likelihood the company,
which is based at Frankfurt Hahn airport,
simply ran out of money. When Schächer
says that the airlines’ partners «are fully
and completely behind ACG» he could
have been signalling that the Russian
company Volga-Dnepr, which took a 49%
minority stake in ACG last year, will soon
stump up some additional capital.
www.lba.de; www.acg.aero

20 Forwarding & Logistics International Transport Journal 19-20 2013
Humanitarian logistics
Every movement must be spot on
Whenever a disaster occurs somewhere on this planet, helpers have to be at hand very quickly to aid the victims. Without relief
supplies they could do nothing, however, so these must also be brought to the location in the shortest possible time, so that
the suffering of those affected by the event can be alleviated.
Emergency relief supplies being loaded onto an Antonov freighter by the ÖRK.
Every movement in logistics and personnel
management must be spot on, as every
minute is precious. Quick reaction and
fine-tuned logistics are one of the core
skills that organisations such as the Austrian
Red Cross (Österreichisches Rotes
Kreuz ÖRK) need, as Jürgen Kunert, director
of purchasing and logistics at the
ÖRK, explained.
The ÖRK’s logistics strands come together
in the Liesing district of Vienna.
This is the location of a buffer storage
facility where no less than 8,000 different
items are available – from water purification
systems to equipment for search and
rescue dogs.
When a disaster occurs tents and cots
for up to 3,000 people can be set up in
short order, and emergency supplies can
be provided. The ÖRK organises the basic
logistics itself, such as transporting relief
supplies. The organisation has a separate
logistics department for this. Additional
services, such as customs clearance or
extra transport capacity, are purchased
from external logistics service providers.
Several weaknesses
Between 50% and 80% of the money collected
by aid organisations is spent on logistics,
as professor Helmut Baumgarten,
the director of the humanitarian logistics
working group of the German logistics
association BVL, knows.
Logistics experts such as Baumgarten
agree on one point. If weaknesses in
humanitarian logistics were eliminated
through cooperation, then logistics costs
Photo: ÖRK
could of course be saved, but more importantly,
people in need of aid could
be assisted even better. The weaknesses
include the fact that logistics is generally
not one of the core skills of aid organisations,
that staff frequently do not know
enough about logistics, and that logistics
processes are not organised systematically.
Eliminating these lacunae together
requires logistics experts and aid organisations
to come together and jointly work
out solutions for more efficient logistics
in case of crises.
Over the course of two years the BVL
working group has discussed the logistics
challenges and deficiencies of humanitarian
aid missions performed by about
25 aid organisations, logistics service
providers, industry and scholars, and
has «identified possible contributions to
optimising humanitarian processes», as
Baumgartner put it.
Non-governmental organisations usually
purchase the necessary equipment
for international relief work on location.
To fly beds or tents from Austria to other
continents would cost such bodies far too
great a slice of their logistics budgets. The
ÖRK therefore has a global network of
suppliers that it can access at any time
when needed. Sabine Wartha, director
of disaster relief at Caritas Austria, emphasised
that «when we purchase what
we need locally we support the economy
there, help much more quickly and don’t
face any problems with customs.» Caritas
banks on a voucher system. Syrian refu-

International Transport Journal 19-20 2013 Forwarding & Logistics
21
gees, for example, receive vouchers which
they can use to buy clothes, heaters or
blankets in local stores.
This also supports the dignity of people
in crisis, Wartha knows. But relief
supplies cannot always be acquired on
location. After the recent earthquake in
Haiti, 5,000 tents had to be brought in
by ship, because none could be purchased
in Haiti.
When the tsunami struck Southeast
Asia a few years ago, Kunert remembers,
«I received 80 e-mails from suppliers offering
the goods we needed very shortly
after the tragedy hit the headlines.»
Caritas distributing supplies to victims of the flooding in Pakistan in 2010.
Photo: Caritas
A logistics award for the Red Cross
Why is the ÖRK called to East Asia? If a
disaster strikes somewhere in the world,
then aid efforts are coordinated by the
Geneva-based International Federation
of Red Cross and Red Crescent Societies
(IFRC). This is where the global strands
come together and the need for aid services
is determined, crisis teams are formed
and, depending on the region, national
Red Cross organisations in the affected
country or bordering countries are involved.
The ÖRK, for example, is much
in demand globally for its professional
water purification systems. There are ten
of these systems based in Austria, which
can be quickly transported to the ends of
the earth in case of a disaster.
When swine flu erupted in Ukraine
and the government in Kiev asked the
EU for help, the ÖRK packed 400,000
face masks in short order and sent them
to Ukraine. In that case, Brussels contacted
the Austrian ministry of the interior
which «assigned the logistics of delivering
the 400,000 masks to us», Kunert said.
Transportation was paid for by Austria.
The 186 global Red Cross and Red
Crescent organisations received a logistics
award for their logistics skills recently.
The European supply chain excellence
award was given to them for «permanent
readiness, quick reaction and perfect logistics.»
This makes Kunert very proud
of his work.
Josef Müller
Out of gauge, long-length, heavy-lift and oversized cargoes transportations Land transportations Air transportations
Sea and Multimodal transportations Customs clearance and terminal handling
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International Transport Journal 19-20 2013 Forwarding & Logistics
23
FedEx
40 years of overnight deliveries
The CEP and logistics service provider and integrator FedEx recently celebrated an
important anniversary. Four decades ago, in April 1973, the firm began operations
at Memphis airport, delivering 186 packages to 25 US cities.
FedEx was founded – under the name
Federal Express – by Frederick W. Smith
in Little Rock AK (USA) in 1971. In 1973
the corporation moved to its new base
in Memphis TN, where it is still headquartered
to this day. The corporation’s
name was especially chosen with the aim
of garnering government orders. Federal
Express was the first transport service
provider to deploy modern jet aircraft.
On 17 April 1973 FedEx, then still
known as Federal Express, began operations
at Memphis international airport,
delivering 186 packages to 25 US cities
on that day. Founder Smith, who remains
chairman, president and chief executive
officer of the FedEx corporation, told the
media that «for 40 years now, the men
and women of FedEx have dedicated
themselves to helping customers connect
to the world. Today, more than 300,000
team members have marked the company’s
milestone with a spirit of service
and dedication that will – of this I’m very
certain – ensure that the last 40 years only
represent the beginning of our story.»
Photo: FedEx
This historic picture shows FedEx founder
Frederick W. Smith before a Falcon jet.
Europe an important region
Europe played a key role in helping the
young firm get on its feet. The French
aircraft manufacturer Dassault Aviation’s
Falcon jets formed Federal Express’s first
full-freighter fleet and laid a basis for the
future.
The FedEx group has done business
in Germany since 1984. In 1985 it commenced
regular connections between
the USA and Europe. FedEx and its four
operating companies handle more than
9 million packages a day today. 18 December
2012, the firm’s busiest day ever,
saw FedEx process 19.8 million packages.
FedEx estimates that it has shipped more
than 31 billion packages since 1973. ra
www.fedex.com
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24 Forwarding & Logistics International Transport Journal 19-20 2013
In brief
Dentressangle new in Rio. The forwarding
division of the French transport and logistics
company Norbert Dentressangle has opened
a second office in Rio de Janeiro (Brazil). The
corporation also started operations in a new
14,000 sqm warehouse in Belogorodka near
Kiev (Ukraine).
www.norbert-dentressangle.com
UPS: Successful Christmas business and a takeover
Slight decline for Gefco. The international
transport and logistics corporation Gefco,
which was acquired by Russian Railways RZD
in December 2012, posted a turnover of EUR
3.6 billion in the 2012 business year, slightly
below the 2011 result of EUR 3.8 billion. Its
operating profit also sank, from EUR 223 million
in 2011 to EUR 109 million in 2012. Gefco
focuses primarily on automobile and industry
logistics.
www.gefco.net
Kerry Logistics in Singapore. The Hong
Kong-based global logistics service provider
Kerry Logistics has started operations at its
34,500 sqm Asia regional logistics hub in
Singapore. The centre will also be the regional
headquarters for all of Kerry Logistics’
Southeast Asian operations.
www.kerrylogistics.com
Kuehne + Nagel in Vladivostok. The
Schindellegi-based international logistics
corporation has established a new office in
Russia’s largest Far Eastern seaport of
Vladivostok (Siberia).
www.kn-portal.com
Zufall Logistics Group. The Zufall Logistics
Group, a Göttingen-based German service
provider, generated a turnover of EUR 269.1
million in the 2012 business year, a mere
0.2% less than the EUR 269.6 million recorded
in 2011.
www.zufall.de
DHL and Tom Tailor. DHL Supply Chain, the
contract logistics specialist division of DHL,
is constructing a new 40,000 sqm logistics
centre in Hamburg for the clothing manufacturer
Tom Tailor. The facility will complement
an existing DHL Supply Chain multi-user
storage platform located in the Bergedorf
neighbourhood of the northern German city
of Hamburg.
www.dhl.com
Geneva forwarders’ anniversary. The
members of the association of Genevan
forwarders (Association des Transitaires de
Genève ATG) celebrated the body’s 75th
anniversary with a gala dinner at their annual
general meeting this year.
www.transitairesromands.ch
UPS is continuously expanding its worldwide network of pharmaceutical and healthcare logistics
options. The company’s Roermond location (Netherlands) is pictured.
The US parcel and logistics service provider
UPS boosted its turnover from USD
13.14 billion in Q1/2012 to USD 13.43
billion in Q1 this year. Profits were 6%
higher than in the same period last year,
coming in at USD 1 billion. The operating
profit rose, though only slightly –
from USD 1.57 to 1.58 billion.
UPS stated that the positive results
were not least thanks to surprisingly
strong demand in the post-Christmas
sales period. The company also made
healthy profits from a boom in internet
trade. The number of packages transported
in the United States – the company’s
most important market – grew by 4%.
Worldwide, UPS delivered no less than
16.2 million packages per day in the first
quarter of the year.
A takeover in Hungary
UPS also announced the takeover of
the Hungarian pharmaceutical logistics
service provider Cemelog. With this acquisition
UPS has gained three logistics
platforms for healthcare logistics activities
in the country. They cover around
24,000 sqm. UPS stated that the purchase
should be completed in Q2/2013.
ra
www.ups.com
www.cemelog.hu
Austrian Post acquires a share in Aras Kargo
The Austrian post office Österreichische
Post has signed an exclusive agreement
with the shareholders of the Turkish parcel
service Aras Kargo, giving the Austrian
post group the exclusive right to
enter into discussions with Aras Kargo
for the possible acquisition of a minority
interest. 80% of Aras Kargo is currently
owned by the Aras family, whilst the
other 20% of the shares are held by the
Turkish listed private-equity company Is
Girisim. Further details of the ongoing
negotiations were not disclosed.
Aras Kargo, which registered sales worth
around EUR 250 million in financial
2012, handled about 46 million packages
and 32 million documents in the same
period. The company is one of Turkey’s
leading domestic parcel service providers.
It operates through more than 800
shops, runs 28 distribution centres and
has 2,600 delivery vehicles running in a
network that covers 100% of the country.
It employs around 9,000 people. ra
www.post.at
www.araskargo.com.tr
Photo: UPS

International Transport Journal 19-20 2013 Road Haulage / Intermodal
25
European freight transport corridors
UIC strengthens railways’ position
The International Union of Railways (UIC) has launched a project that is designed to streamline processes across all rail
transport enterprises and across all freight corridors. The aim is to emphasise all railway companies’ message in the
European corridor structures as defined by the EU regulation 913/2010.
When EU regulation 913/2010 for the
creation of a European rail network for
competitive freight transport came into
force, it resulted in individual corridors
being created at their own pace. Moreover,
these corridors were not obliged
to coordinate with each other. On top
of that, railway companies could only
play a consultative role in activities to
improve the corridors, within corridorspecific
advisory boards, according to
the regulation.
Given this scenario, the International
Union of Railways (UIC) introduced a
new project in Paris at the end of April.
The scheme has two clear aims.
• One is to establish a coordinated approach
and information exchange between
the corridor-specific advisory
boards (already mentioned above) to
ensure that the needs of rail transport
providers are taken into account sufficiently.
• The other target is to establish a structure
that monitors development and
provides regular feedback of experiences
gained to ensure that planned improvement
measures are implemented
as soon as they are required.
A speedy yet cautious approach
In their consultative role, Europe’s railfreight
companies were eager to point
out that although each corridor may require
specific action to improve its own
freight transport activities, a coordinated
approach to corridor improvements
should be pursued across Europe.
Railfreight transport providers usually
operate in more than one corridor.
It is therefore important that operational
and administrative rules are as consistent
as possible across all corridors, in order
to promote rather than impede interoperability.
The European railfreight entities
have therefore developed a number of
uniform requirements for infrastructure
operators that will encourage the latter
to take into account the paramount need
The UIC wants to strengthen the railways to make European corridors even more
effective.
to enhance interoperability and seamlessness.
The UIC is convinced that a coordinated
approach to railfreight transport
is becoming increasingly urgent,
as the transport market studies of some
corridors have already been published.
The results of these studies should be
included in corridor implementation
plans and especially in corridor investment
schemes.
Encourage the modal shift
The railway companies want to use the
coordinated approach that the UIC
project proposes to ensure efficient cooperation
with infrastructure managers
The future of the railways
Many countries are currently investing in
the expansion of rail traffic and deregulating
rail operations – not only in Europe
but also in Asia and South America. Analysing
the resulting markets for the construction
and rail industries was the aim
of a conference organised by the German
transport ministry in Munich at the end
of April. It was attended by transport ministers,
railway sector leaders and industry
representatives from Spain, Italy, Peru, the
Gulf states and Turkey.
In view of the global increase in freight
traffic, minister and host Peter Ramsauer
declared that «we want to get as much
in each and every corridor, as well as
to achieve a further intermodal shift of
goods to the railways.
UIC director general Jean-Pierre
Loubinou declared that «our project ties
in with the UIC’s mission to develop a
pragmatic vision of technical and administrative
interoperability between
the various players in the railfreight
field.»
The UIC is scheduled to hold a meeting
of rail transport service providers in
Paris on 13 May. The aim is to push the
UIC project in the right direction.
www.uic.org
of this growth as possible onto the railways.»
The conference – at which a cooperation
agreement was signed between
Germany’s DB Schenker Rail and Spain’s
Renfe – also focused on Turkey. The latter
wants to deregulate its rail sector and
invest around EUR 50 billion in the expansion
of the rail network by 2023.
The first step of this plan is the completion
of a rail tunnel beneath the Bosphorus
in autumn, which will allow direct
rail traffic between the European and
Asian parts of the country.
ah
www.bmvbs.de
Photo: MAV

26 Road Haulage / Intermodal International Transport Journal 19-20 2013
On the move in an eco-friendly way with Swiss Post
Cleverly combined transport
Swiss Post is the largest force behind the
modal shift from the roads to the railways
in Switzerland. Its freight covers large
distances via train, and the final distribution
is accomplished by road.
Whether the container is loaded with
trade goods, raw materials, bulk cargo
or hazardous substances, Swiss Post
transports all cargo securely and in an
eco-friendly manner throughout Switzerland
by using intermodal transport.
Every day, Swiss Post has 59 blocktrains
on the move on the east-west axis from
St Gallen to Geneva and on the northsouth
axis from Basel to Bellinzona.
All traffic between the parcel centres
in Härkingen, Daillens and Frauenfeld, as
well as the majority of the traffic between
letter sorting centres, is handled by the
railways. This allows Swiss Post to shift
most freight from all providers off the
roads and on to the rails.
Härkingen, in northwestern Switzerland, is one of three parcel centres run by Swiss Post. The
package transfer between the three hubs is carried out exclusively by rail.
Swiss Post’s intermodal transportation
options offer a complete solution. Swiss
Post collects the cargo and brings it to
the first transhipment platform by truck,
where it is then loaded onto the railways.
It reaches the second transhipment location
by train. There it is again loaded onto
a vehicle and carried to its final destination
on the roads. The customer just has
only to make the goods available at his
company site and the rest is handled by
Swiss Post. The intermodal transport solution
is offered by Swiss Post in all of
Switzerland as well as in the principality
of Liechtenstein.
www.post.ch/kombiverkehr
Photo: Swiss Post
End of the Gotthard road
tunnel appraisal period
The Swiss government in Bern presented
its plan to renovate the Gotthard tunnel
and keep it functioning properly in 2012.
To this end the council suggested the construction
of a second tunnel – without expanding
the capacity or tunnel fees. The
plan envisages there still only being one
lane per direction available to road traffic
through the Gotthard tunnel, even in the
future. This represents the most sensible
solution in the view of the government,
and also provides greater safety.
The deadline for public comment on
the corresponding modification to federal
regulations on road transit traffic in the
Alpine region expired in April. About 100
statements were submitted to the Swiss
road authority (Astra). The statements are
currently being evaluated in detail and
will be summarised in a report that will
be released by mid-May.
ah
www.astra.admin.ch
MAN Group’s hopes
for a Brazilian revival
The German commercial vehicle manufacturer
MAN, commenting on the
presentation of its business results for
Q1/2013, said that it had suffered from
«the market’s continuing weakness». Orders
received by its commercial vehicle
unit fell by 12% to EUR 3 billion in the
first three months, compared to the same
quarter of the previous year. Orders in its
truck and bus division saw a decline of
16% to EUR 2.1 billion, as the result of
«an expected significant downturn in the
commercial vehicle business in Europe.»
Signs of recovery have been observed by
the firm’s Latin American subsidiary for
a few months. A significant economic upswing
is still not expected in 2013. The assumption,
rather, is that the commercial
vehicle business in Europe will continue
to decline. A glimmer of hope comes
from across the Atlantic, however. «Sales
are expected to continue to increase in
Brazil», MAN said. www.man.eu
Good business for
Daimler Trucks in China
Daimler established an autonomous company
for its truck and bus business in the
Middle Kingdom at the end of April,
in the form of the new entity Daimler
Trucks and Buses China (DTBC). The
new company has already received a business
licence from the Chinese authorities.
With structural autonomy, DTBC
can focus more strongly on the specific
needs of the nation’s commercial vehicle
customers.
Daimler Trucks’ strong track record
in the world’s largest market for commercial
vehicles, where more than 6,100
units were sold in 2012, forms a solid
foundation for the new company. In the
premium segment for imported trucks
the company reports that it has been the
market leader among European suppliers
for the sixth year in a row. For Mercedes
Benz trucks, China is currently the fifthlargest
market in terms of sales.
www.daimler.com

International Transport Journal 19-20 2013 Nordic Countries and Baltic States
27
Cooperating for more connections
between Gothenburg and Bilbao
Plenty of potential for the intermodal shift in the north.
The ports of Gothenburg and Bilbao are planning to
expand their strategic cooperation, in order to transfer
more cargo from the roads to Europe’s motorways of
the seas. Of the 2.3 million t of freight carried annually
between Sweden and Spain, more than 52% is hauled
overland. The products concerned involve mainly fruit
and vegetables, as well as other perishables, heading for
Sweden, whilst wood, paper and steel flow from the
north to Spain. There are two container shipping links
on the route between Gothenburg and Bilbao, operated
by MacAndrews and the X-press Container Line. Services
from Gothenburg also link up with the Spanish
cities of Gijón and Valencia. Gothenburg is planning
to market its intermodal offerings more effectively in
Spain, particularly its rail shuttle services to Sweden and
Norway.
www.portofgothenburg.com
Norwegians
in Denmark
The Norwegian logistics company Bring, which is a subsidiary
of Posten Norge, the country’s post office, has
bought a 34% minority stake in the Danish transport
and logistics service provider Danske Fragtmaend. Posten
Norge and Bring have said that the new cooperation
deal will continuously be expanded, with a view to
eventually buying all of Danske Fragtmaend, perhaps by
2015. Danske Fragtmaend is one of the leading transport
and logistics enterprise in Denmark. Its service portfolio
includes freight transportation options, warehousing as
well as parcel and express solutions. The logistics service
provider generated sales worth DKK 2 billion (EUR 268
million) in 2012.
In the first three months of this year the Norwegian
post office registered a 1.2% decline in sales in comparison
with the like-for-like period last year, with the figure
coming in at NOK 5.7 billion (EUR 748 million). Its
operating result (ebit) declined by a very hefty 46%. to
stand at NOK 146 million (EUR 19 million). ra
www.posten.no; www.fragt.dk
Photo: Port of Gothenburg
In brief
Greencarrier working hard in China and Sweden. The Swedish logistics
specialist Greencarrier Freight Services recently opened a new office in Dalian
(China), a country where Greencarrier already has more than 50 employees working
in offices in Hong Kong, Shanghai, Shenzhen, Ningbo, Xiamen and Qingdao.
In other news, Greencarrier Freight Services recently acquired all the shares
in the forwarding company Trana Spedition, which is based just outside Borås
(Sweden). Trana’s road transport solutions to and from Finland make it a great
addition to Greencarrier’s network. Trana Spedition, which was founded in
1983, is a privately-owned Swedish logistics company which posted a turnover
of SEK 72 million (EUR 8.4 million) in 2011. www.greencarrierasia.com
www.greencarrier.com
A PostNord acquisition. PostNord, which was created by the merger between
Post Danmark and the Swedish postal service operator Posten in 2009, has
acquired 100% of the two logistics and the transport companies Nordisk Kyl
Logistik and Transbothnia. Nordisk and Transbothnia were previously subsidiaries
of the Swedish logistics corporation Bilfrakt Bothnia. www.postnord.com
An anniversary at the top of DSV. Jens Bjørn Andersen, the chief executive officer
of DSV, is one of those rare breed of logisticians who have spent their entire
career in a single company. He started off in DSV as a classical freight forwarding
apprentice, and moved on from there. He has held a multitude of management
position in the company, including chief executive officer of the Danish corporation’s
Norwegian and British national branches. His personal path has culminated
in his role of DSV chief executive officer. He celebrated his 25th anniversary with
the firm in April.
www.dsv.com
We care, We handle,
We move... Worldwide
OUR SERVICES:
• BENELUX
• DENMARK
• EASTERN EUROPE
• FINLAND
• GREAT BRITAIN
• GREECE
• IRELAND
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• BALTIC COUNTRIES
• PORTUGAL
• SPAIN
• SWEDEN
• SWITZERLAND
• TURKEY
• AIR FREIGHT SERVICE
• SEA FREIGHT SERVICE
ITX Cargo S.r.l.
Viale Espinasse, 163
1-20156 MILANO, ITALY
Tel: +39 02 300.92.1
Fax: +39 02 33.49.91.45
E-mail: info@itxcargo.com
P.IVA: IT04776230965
ITX Cargo Overseas S.r.l.
Viale Espinasse, 163
1-20156 MILANO, ITALY
Tel: +39 02 87.25.18.1
Fax: +39 02 87.25.18.99
E-mail: info@overseas-itxcargo.com
P.IVA: IT07500290965
www.itxcargo.com
ITX Cargo Veneto S.r.l
Via dell’Esperanto, 13/A
1-37135 VERONA, ITALY
Tel: +39 045 862.29.55
Fax: +39 045 862.29.59
E-mail: info@itxcargoveneto.com
P.IVA: IT13219370155

28 Nordic Countries and Baltic States International Transport Journal 19-20 2013
Swedish logistics facilities to expand again in 2013
Warehousing boom in Sweden
Given its central geographic location in the Nordic countries, Sweden is a natural intersection
for goods and transport. Its infrastructure is becoming increasingly important, as
evidenced by the uninterrupted level of logistics warehouse investment and construction.
Swedish warehouses are doing very well.
Photo: Biltema
Polar Logistics for Valmet
Many residents of the Nordic countries
are supplied from Sweden. The Gothenburg
area therefore acts as a major
logistics centre, not only for western
Sweden, but also for parts of Norway. In
addition, the city of Stockholm is currently
improving its infrastructure by
means of new motorway links, meaning
that two bases will soon be required to
supply the country’s capital, both to the
north and south. In the north, the area
around Sweden’s Arlanda airport close to
the planned intermodal container port in
Norvik near Nynäshamn is a popular area
for constructing new facilities. Whilst
in southern Stockholm, the Goodman
Group, which intends to expand its business
by establishing a permanent office
in Sweden, recently launched a project to
build a warehouse complex.
Market may reach saturation point
Throughout Sweden, over 30 new logistics
facilities are currently under construction.
According to estimates, more
than 290,000 sqm of additional logistics
space is being created, which is less than
the 375,000 sqm of new space created in
In April, Polar Logistics International
signed a contract for logistics services
with Valmet Automotive. It covers the
provision of logistics services for the
automotive industry service provider,
which manufactures parts for Mercedes
Benz A class cars in Uusikaupunki (Finland).
Polar was chosen from a number
of potential providers during a multistage
tender process, and its services are
expected to include the optimisation
of the complex supply process. «The
clearly-structured cost analysis, amongst
many other factors, played an important
role in our decision,» said Kalle Nuutila,
Valmet Automotive’s transportation and
packaging manager. www.polarlog.com
www.valmet-automotive.com
2012, but nonetheless impressive. From
2014, the expanding Swedish market is
expected to reach saturation point for
the first time, although not for large-scale
warehouses, which are still in demand.
Multimodal requirements
A major consideration for Swedish logistics
projects is their multimodal nature.
The state wants an appropriate national
strategic action plan, which is expected
to be drafted and adopted by 2015. In
2012, the Swedish transport administration
had already introduced guidelines
for constructing terminals of an intermodal
nature.
Many logistics centres have intermodal
terminals in order to ensure connections
between sea, rail and road transport. A
new intermodal terminal is currently being
created in Rosersberg near Stockholm,
which is due to become operational in
2014. In recent years, projects to improve
intermodal connections have also been
implemented or started in Stockholm
Nynäshamn, at the port of Gothenburg,
in Trelleborg and in Norrköping.
cd
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International Transport Journal 19-20 2013 Central Europe
29
Hungarian service provider in the fast lane
Waberer’s to
grow strongly
A successful 2012 is motivating the Hungarian road
logistics service provider Waberer’s to further expand
its business. Major investments are currently being made.
The road traffic transport company Waberer’s International,
which is based in Budapest (Hungary), performed
counter-cyclically to the international business trend in
2012, generating sales of EUR 377.5 million. In doing so,
the ebitda generated by its 4,200 employees increased by
10% to EUR 52.4 million.
The company also managed to improve its efficiency
in the past financial year. By cleaning up its freight portfolio,
it improved the quality of its transportation of
palletised freight, above all, and expanded its market
share in the transport of general cargo. This allowed
the freight forwarder to win market shares in some key
Western European regions. The number of average loads
per week was 1,100 in Germany, 650 in France, 550 in the
United Kingdom and 500 in Italy, while the load factor
stabilised at above 90%.
By buying 700 new tractors and 500 new trailers,
Waberer’s expanded its fleet by 130 units in 2012. On
The new DAF XF tractor is part of the fleet expansion announced a few days earlier
by the Hungarian freight forwarder Waberer’s International.
29 April the company said that it had purchased one of the first DAF
trucks with a low fuel consumption and an environment-friendly Euro 6
engine, becoming Hungary’s very first company to own such a unit.
New technology and a three-year development programme that is still
ongoing aim to help the firm achieve its ambitious plans for the future.
Waberer’s business plan for the coming years specifies an increase in its
ebitda in a lower double-digit percentage range – despite the uncertainties
in the business environment throughout Europe.
www.waberers.com
Photo: Waberer’s
Koreans land cheaply at CSA
Korean Air’s taking of a stake as a junior partner in CSA
Czech Airlines, a deal which was concluded at the beginning
of April in the Czech capital Prague, only cost
EUR 2.6 million. Chang Hoon Chi, the president of the
largest South Korean airline, which is also one of the
world’s largest players when it comes to airfreight, signed
the agreement for 44% of the shares in the loss-making
state airline on 10 April.
Miroslav Kalousek, the Czech finance minister, hinted
at the reason for the favourable price. «The situation
in the European aviation market is complicated, and we
were left with only two options. We could either find a
strategic partner – or think about winding the company
completely.» The latter had become increasingly likely
after CSA had amassed EUR 114 million in debt in 2009,
a figure which grew to EUR 240 million by 2011.
The Koreans have promised to «be a reliable partner»
and to help return CSA into the black. The expectations
are high on both sides. The government in Prague hopes
that Korean Air will use the city’s airport as its new European
hub, while the airline has secured the preferential
right to purchase for itself the other shares held by the
state.
ah
www.czechairlines.com
Schiffahrts- und Speditions-Aktiengesellschaft
F I ATA
www.navis-ag.com
Hamburg · Bremen · Hannover · Freiberg
Rotterdam · Antwerpen · Barcelona

30 Western Europe International Transport Journal 19-20 2013
Direct routes instead of a golden triangle
«Logical logistics solutions»
PD Ports, a British port operator, is applying this business phrase as its new motto. With its PD Portcentric business unit the company
plans to set new standards in the United Kingdom for the distribution of goods.
PD Ports operates sites in Hartlepool,
Billingham and Teesport in the north of
England. Its locations in Hull, Immingham,
Scunthorpe, Howden and Keadby,
meanwhile, are situated in the middle of
the country. In addition, the company offers
logistics concepts in Felixstowe, the
biggest container port of the British Isles,
and at the Thamesport, which is located
close to London.
Traditional supply chains on the British
Isles have, as a rule, operated in the
way of a «golden logistics triangle» in
the middle of the country, from where
the goods are further distributed to their
final destination. This approach is now to
be changed by the company with its socalled
project P. In the future, the goods
concerned will be sent directly between
port and recipient. To this end, PD Ports
has invested a total of approximately
EUR 20 million over the past couple of
years in the expansion of its sites. The result
is that 4 million sqm of storage space
are now available.
Old wine in new skins?
The port-centric logistics concept is currently
all the rage. By storing the goods
in the port instead of sending them to
a distribution centre, ensuring more direct
transport routes, companies aim
to achieve leaner supply chains and to
thereby save both mileage as well as
greenhouse-gas emissions from fuel consumption.
However, in this connection
critics note that ports have always offered
storage space and specific deliveries.
But demand for these new kinds of
services has changed. In the meantime,
even large companies, such as the supermarket
chains Tesco and Asda and the
retailer Argos, which is part of the Home
Retail Group, are using port-centric solutions
for the distribution of their goods.
As regards Argos, for instance, this means
that the company has changed its entire
supply chain for the north of the country.
For some years now Argos has operated
a storage warehouse, which covers
Teesport plays a major role for in port operator PD Ports’ project P.
an area of approximately 70,000 sqm,
in Faverdale in the north of England. In
the past, the majority of the goods was
traditionally transported via ports in the
south of the country. In the meantime,
the regional port of Teesport, which
specialises mainly in the processing of
feeder traffic, plays a far greater role for
the market in the north of England. It is
only approximately 40 km away from the
existing distribution centre in Faverdale,
which means that it has been possible to
greatly reduce the amount of kilometres
driven on the road.
Many benefits
PD Ports explained that it has an annual
transport capacity of up to 500,000 containers
as part of its Portcentric concept.
In addition to reducing greenhouse-gas
emissions, the transport costs are, of
course, at the heart of the assessment of
any new logistics concepts. Inland container
movements are not necessary with
project P, as a rule, and what is more, demurrage
and warehousing costs for the
boxes are also reduced. A particular upside,
however, is seen by PD Ports in the
huge savings made on fuel costs.
av
www.pdports.com
Fewer containers in
the port of Antwerp
The Belgian port handled 2.13 million teu
in the first quarter of 2013. In comparison
with the 2.19 million teu registered
in the like-for-like period in the previous
year, this represented a decline of 2.8%
for Europe’s third-largest container hub.
The throughput of dry bulk goods also
declined. In this sector the centre recorded
a fall by a rather daunting 33%, to
bring the figure to a total of 3.6 million t.
The volumes of coal and ores transported
were particularly strongly affected.
The picture was very different for the
liquid bulk segment volumes handled in
Antwerp. This field saw the figures rise by
a very impressive 37% in the first quarter
of the year, to come in at the record of
14.2 million t overall. This development
was owed primarily to the hub’s recent
investments in facilities for the handling
of oil and petroleum-derived products,
the Antwerp port authority said in a media
release. This rise contributed substantially
to the port increasing its volumes
handled in the first quarter of the year
by 1.4% to 47 million t in total. av
www.portofantwerp.com
Photo: PD Ports

International Transport Journal 19-20 2013 Eastern Europe
31
Photo: Oleg Botov
Transaero deepens its business
First Tupolev freighter
The private Russian airline Transaero, which concentrated mainly on carrying passengers
up until now, has acquired its first plane dedicated exclusively to freight transportation.
Transaero has the largest long-haul fleet of any CIS or Eastern European carrier.
New aircraft, new colours. The addition of a Tupolev – the airline’s first ever full-freighter – to its
fleet shows Transaero’s commitment to the Russian aircraft manufacturing sector.
Transaero Airlines recently acquired a
Tupolev TU-204-100C and inducted into
the fleet just days before its maiden voyage
on 21 April. On its first commercial
flight the Russian-made aircraft carried
24 t of freight from Moscow to Novosibirsk
and Yakutsk before returning to the
Russian capital.
Transaero’s first cargo Tupolev has a
maximum payload of 30 t and a range of
just under 4,000 km. The new plane has
a completely different logo than the airline’s
nigh-on 100 passenger aircraft. The
white background with blue lettering visually
signals Transaero’s entry into a new
business field. The plane is provisionally
active as a separate business, but it will
be absorbed into Transaero in mid-May.
The cargo plane has been acquired under
a long-term leasing arrangement with the
Ilyushin Finance Co, and will be used on
national as well as international routes.
Russian potential
A Transaero spokesperson in Moscow underlined
the fact that the choice of plane
to expand its air cargo business was no
coincidence, stating that «the acquisition
of this unit underscores the company’s
commitment to the Russian aircraft industry.»
Apart from three TU-214 passenger
aircraft, Transaero hitherto owned
only Boeing planes. Its 14 B777s and 24
B747s manufactured by the US giant give
the carrier the largest CIS long-haul fleet.
Transaero’s freight business has thus
been substantially boosted. In its first
quarter the company is positioning itself
as the leading service provider on domestic
routes in Russia. From January to
March the company carried 12,856 t of
airfreight, or 13% more than in the same
period last year. The growth in its freight
performance in the same period was even
better, with an increase of 20% bringing
the airline to 989 million tkm. ah
www.transaero.ru
www.tupolev.ru
Swings and roundabouts for Aeroflot
The Russian national carrier Aeroflot made a
profit of USD 166 million in 2012 – its 90th
year of operations. The figure may look impressive,
but it is 66% less than the previous
year’s. The auditors spared no one in their
criticism, and detailed a string of bad investments
worth USD 443 million since 2010. The
company, a SkyTeam member, tried to defend
itself by providing examples of the unprofitable
duties that a national carrier is expected
to perform.
www.aeroflot.ru
Schmitz Cargobull building
St Petersburg plant
This coming November Schmitz Cargobull
is set to open a manufacturing plant
in St Petersburg. The German truck
manufacturer has recognised the fact
that Russia has long moved beyond being
primarily a railway country. There are
more and more trucks on the roads of the
largest country on earth. Freight volumes
are increasing continuously, and experts
are in agreement that the trend towards of
road transport will become even stronger
in the future.
This trend is also reflected in the
growing demand for Schmitz Cargobull
vehicles in Eastern Europe. The group’s
sales in Russia grew significantly in fiscal
2011/2012, with 5,000 vehicles were
sold in the Russian market in that period.
More than 1,000 enterprises throughout
Russia now deploy Schmitz Cargobull
vehicles. With a large customer base like
this it is all the more important for one
of the leading European suppliers to be
present where its customers are and to
manufacture the vehicles locally, there
where they will be used.
Local production for a growing market
By June this year, Schmitz Cargobull
will finish constructing a large production
hall for universal use. The site is
conveniently located in the southwest
of St Petersburg, in immediate proximity
of the M11 trunk road and the city’s
ring road. Production will begin in the
autumn with 60 employees. The production
plan for 2013/2014 is to try and reach
sales of around 900 vehicles, which will
be gradually increased to about 5,000 by
2017/2018.
Proximityto the local market and short
communication routes are expected to allow
the company to react to the needs of
the Russian transport sector better and
faster. That means that Schmitz Cargobull
will always seek shorter implementation
times as well as trying to find the
best solutions for customers – especially
those customers with special requests.
Another advantage is that all the stages
of vehicle production, from design to
handing over the unit to a customer, happen
under one roof. It is a huge advantage
to Schmitz Cargobull that it has already
acquired local expertise and can rely on
know-how and personnel from its previous
production site. www.cargobull.com

32 Miscellaneous International Transport Journal 19-20 2013
Anyone for tennis with Emirates?
An airline teams up with an aviator
The Dubai-based airline Emirates has become the official partner of the Roland Garros
French Open tennis tournament, which is due to take place in the French capital from
21 May to 9 June this year. The deal signed in April is valid to 2017.
The airline Emirates is a major player in
the tennis world, sponsoring tennis competitions
such as the US Open, the Rogers
Cup, the BNP Paribas Open and the
Dubai tennis championship, as well as being
the official airline of the Association
of Tennis Professionals world tour and
the sponsor of the ATP’s world tennis
rankings. Now the carrier has extended
its sports presence and added the tennis
tournament Les internationaux de France
de Roland-Garros to its list.
Tim Clark, the president of Emirates
Airline, said that the fact that the event
is «named after Roland Garros, a famed
French aviation pioneer and tennis supporter,
makes the tournament a natural
extension of our existing tennis sponsorship
portfolio. The acclaimed clay court
championship is a perfect platform for
our brand.»
Jean Gachassin, the president of the
Fédération Française de Tennis (FFT),
added that his association is «particularly
delighted and proud to welcome
an international brand such as Emirates
amongst our official partners. The arrival
of Emirates fits in perfectly with our strategy
of expanding our global reach. And
of course what better association than
one between one of the world’s foremost
airlines and the French Open, which is
named after aviator Roland Garros.»
Garros (1888–1918) was one of France’s
most famous aviation pioneers and World
War I fighter pilots.
Photo: Emirates
Emirates’ Tim Clark (on the right) and the FFT’s
Jean Gachassin are proud of the spirit of the
Roland Garros tennis tournament.
In France Emirates is also a sponsor of
Paris Saint-Germain football club and
of the Open de France golf tournament,
held at Le Golf National near Paris every
year.
www.skycargo.com
www.rolandgarros.com
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International Transport Journal 19-20 2013 A Time for Reflection / Advertisers’ Index
33
Three cheers for dilettantism!
«The Titanic was built by professionals, but Noah’s Ark by an amateur.»
Holger Stromberg, head of the lateral thinkers’ club (Querdenker)
One of the eternal mysteries of our existence
for me is the fact that dilettantism
is held in such low esteem. Even intelligent
and gifted people, such as the
great German poet Johann Wolfgang
von Goethe (1749–1832), have hardly a
good word to say for it. The term seems
to have almost become synonymous for
bungling and incompetence. The philosopher
Arthur Schopenhauer, in turn, commented
that «dilettantes who pursue art
or science out of love or for pleasure are
regarded with contempt. Professionals
on the other hand, who engage in something
for the sake of earning money, are
held in high esteem.» Is that in any way
fair, I ask you?
The word itself is derived from the Latin
word for to play – dilettare. Just as the
word amateur comes from amare – to
love. But what is really wrong with that?
And what has it got to do with bungling
and incompetence? Nothing whatsoever!
Whilst playing humans develop those facilities
whose growth is otherwise stunted
by the serious side of life. In his hobbies,
a person develops an enthusiasm for
which a routine, bread-and-butter job
often gives no inducement. Maybe the occupation
by which he earns his living does
not leave him enough time to become, at the
same time, a virtuoso clarinettist or violinist.
But does that mean he should abstain completely
from engaging in it?
Consider this. Formerly, when not every
piece of music was available cheaply and in
good quality as a CD or MP3, almost everyone
dabbled at playing a musical instrument.
The sound may not have been perfect, but I
am sure they had a great deal of fun. What
is more, they made something themselves
instead of only consuming music, which I
find very praiseworthy. Those who argue, by
way of an excuse, that they will never reach
perfection, are lazy, boring individuals.
Or if you ever see a truly lovingly staged
amateur theatre production. Isn’t it a real
joy to see the pleasure people get out of
acting, and with what earnest and deep
commitment they often go about it? And
incidentally, the professionals who may
earn millions are not necessarily better, and
do not necessarily achieve anything better.
Furthermore, dilettantism brings people together.
All kinds of amateur events give
quite ordinary people the opportunity to
accomplish something and show what
potential they have. Not infrequently, the
result is amazing.
So I will have nothing said against dilettantism.
The only exception I make is
where cyclists are concerned. I have a
horror of the species known as Sunday
riders. They seem quite incapable of understanding
that some people ride a bike
to get from one place to another – and
not only to gaze at their surroundings and
hold up traffic. But even this particularly
annoying species is still better than cars
driven Sunday drivers on the day of rest.
All in all, I suspect that people who speak
so disparagingly about amateurs have
not really given this any thought. Or they
are quite simply moaners and spoilsports.
They should first show that they can do
something other than criticising other
people. Okay, Goethe certainly could.
But even a clever person sometimes says
something silly.
Iris Martin
Advertisers’ Index
Albacor Shipping Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
bremenports GmbH & Co. KG . . . . . . . . . . . . . . . . . . . . . . .11
C.H. Robinson Worldwide, INC. . . . . . . . . . . . . . . . . . . . . . .7
Cargopack Tägi AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
IFC COLOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Egolf Verpackungs AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Ethiopian Shipping Lines Share Company . . . . . . . . . . . . . .15
FISCHER Kaderselektion GmbH . . . . . . . . . . . . . . . . . . . . . .9
Fixemer Logistics GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Franzosini SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
FREJA Transport & Logistics A/S . . . . . . . . . . . . . . . . . . . . .28
Furness Shipping Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Grimaldi Cia di Navigazione . . . . . . . . . . . . . . . . . . . . . . . .17
Hanjin Shipping Europe GmbH & Co KG . . . . . . . . . . . . . . .16
I.F.A. Int. Forwarding Association Cooperatie U.A. . . . . . . .6
ITX Cargo Srl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Lamprecht Transport AG . . . . . . . . . . . . . . . . . . . . . . . . . . .22
LKW WALTER Internat. Transportorganisation AG . . . . . . .22
Messe München GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . .23
NAVIS Schiffahrts- u. Speditions AG . . . . . . . . . . . . . . . . . .29
Russian Railways JSC RZD OAO . . . . . . . . . . . . . . . . . . . . . .2
Saco Shipping GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
TOC Events Worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
TransContainer JSCO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Transfreight AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Turnpoint (France) s.a.r.l. . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Ultra-Brag AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Yang Ming Italy SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

34 Trade Fairs & Conferences International Transport Journal 19-20 2013
Trade Fairs & Conferences
When What/ Where Information Contact
13 –16 May 2013 Breakbulk Europe Project cargo, heavylift and ro-ro logistics JOC
Antwerp Tel. +353 2 1470 9595
Belgium
www.breakbulk.com
29–30 May 2013 Logistics & Transport The leading logistics and transport Svenska Mässan
Gothenburg trade fair and conference Tel. +46 31 708 80 00
Sweden in Scandinavia www.logistik.to
4–7 June 2013 Air Cargo Europe The world’s greatest business event Messe München
Munich for air cargo and logistics Tel. +49 89 949 113 68
Germany
www.aircargoeurope.com
4–7 June 2013 Transport Logistic Exploring the world of logistics Messe München
Munich Tel. +48 89 949 113 68
Germany
www.transportlogistic.de
11 –13 June 2013 Expo Carga Cargo week Americas Grupo Fidalex
Mexico City Tel. +52 155 5442 5760
Mexico
www.expo-carga.com
13 –15 June 2013 Transcaspian 12th International transport, Iteca Caspian
Baku transit and logistics exhibition Tel. +994 12 404 10 00
Azerbaijan
www.transcaspian.az
18 –20 June 2013 SIL 15th international logistics Meeting y Salones
Barcelona and material handling exhibition Tel. +34 93 263 81 50
Spain
www.silbcn.com
24–27 June 2013 Africa Ports & Harbours Africa’s largest ports, terminals Terrapin
Johannesburg and harbour infrastructure show Tel. +27 11 516 40 15
South Africa
www.terrapinn.com
25–27 June 2013 TOC Europe The European container supply chain TOC CSC Europe
Rotterdam exhibition and conference Tel. +44 20 7017 4394
Netherlands
www.tocevents-europe.com
26–28 August 2013 Baltic Road Conference Roads for society Baltic Road Association
Vilnius Tel. +370 687 34 393
Lithuania
www.brc2013.lt
11 –12 September 2013 Black Sea Ports & Shipping Annual container ports, shipping and transport Transport Events
Istanbul logistics exhibition and conference Tel. +60 87 426 022
Turkey in the Black Sea region www.transportevents.com
11 –14 September 2013 Eurotrans New international transport fair focusing BVV Trade Fairs Brno
Brno on road and rail transport, logistics. Tel. +420 541 152 931
Czechia
www.bvv.cz
18 –19 September 2013 Transport & Logistics The event for transport, Easy Fairs
Switzerland intralogistics and distribution logistics Tel. +41 61 228 10 35
Bern, Switzerland
www.easyfairs.com
18 –20 September 2013 Transitkazakhstan The major event for the Iteca
Almaty Central Asian transport industry Tel. +7 727 258 34 34
Kazakhstan
www.transitkazakhstan.kz
23–26 September 2013 Breakbulk Americas Project cargo, heavylift and ro-ro logistics JOC
New Orleans Tel. +1 678 954 05 52
USA
www.breakbulk.com
24–26 September 2013 Fachpack Packaging, technology and logistics Nürnberg Messe
Nuremberg Tel. +49 911 86 06 86 24
Germany
www.fachpack.de
8–10 October 2013 Intermodal Europe 2013 Europe’s leading container transport Informa Exhibitions
Hamburg and logistics event Tel. +44 20 7017 7000
Germany
www.intermodal-events.com
15 –19 October 2013 Fiata World Congress A springboard to Asia, Ace: Daytons Direct
Singapore connecting the world Tel. +65 6379 5260
www.fiata2013.org
See www.transportjournal.com for further trade fairs and conferences

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HEAVYLIFT /
BREAKBULK
19·20 | 10 May 2013
English edition

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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
3
Transport
Zeitschrift
ITJInternationale
19 · 20 | 10. Mai 2013
www.transportjournal.com
DEUTSCHEAUSGABE
(auch in identischerenglischerund
französischerVersionverfügbar)
This Special is part of
ITJ issue 19-20 / 2013
7 Editorial
Record-breakers?
8 Faymonville
Lighter heavy trailers
Special:
Heavylift /
Breakbulk Beilage
Aufgehende Sonne
JapanischeReedereien
besseraufgeste lt 10
Ökologische Effizienz
LufthansaCargoschont
BodenundLuft 19
Höhere Priorität
UIC verleihtBahnenund
KorridorenmehrGewicht25
8 Intermax
Power plant equipment to Nantong
12 Volga-Dnepr
From Sweden to Sochi
17 A bird’s eye view of the heavylift business
«Where are we going?»
A European premiere 10
Geodis Projets hauled transformers to the
Pyrenees by rail and road in a smooth job
carried out for Inelfe, a Franco-Spanish
energy consortium.
21 Emil Egger
120 school rooms
21 Ultra-Brag
A generator for a nuclear power plant
24 White Brothers
A 110 t heat exchanger to Malta
«Consolidation needed» 38
26 CFL cargo and ArcelorMittal
Record steel beams by rail
In a recent interview Hansa Heavy Lift managing
director Thomas Dyrbye explained why his firm
has occupied a «niche within a niche», and why
he believes that a market consolidation is what
the heavylift segment needs.
28 Sosersid
From a steel to a project cargo specialist
29 Exmar
Ongoing offshore expansion
31 Blue Water Shipping
An oil industry platform for Brazil
Heavy Ruslan flights 53
The trusted Antonov AN-124 workhorse recently
carried a 101 t oil platform component to South
Korea, as well as three 92 t winches to Turkmenistan.
The plane can even shift its centre of gravity
if the cargo so requires.
33 Hermann Paule Spedition
If pigs could fly
35 Rickmers-Linie
A ferry from Bangladesh to Hundsted

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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
5
Weightless heavyweights 14
Booth the GSA Efis Air as well as Saudia Cargo
transported rockets parts recently, the former
hauling the «Ariane» for the European space
programme and the latter a space capsule that
has twice been in outer space.
Loco through Las Vegas 23
It is not often that a 190 t locomotive cruises
down Las Vegas boulevard. The unit sighted far
from its home track recently was being hauled by
a 14-axle heavylift trailer.
Record in the Philippines 47
The largest heavylift transport task ever to be
carried out in the Philippines will be completed at
the end of 2013. Royal Cargo organised the job
for the Petron Corporation.
A helicopter on a plane 67
An Antonov AN-124 flew a multipurpose
helicopter from Leipzig/Halle airport to
Afghanistan, where it will be deployed
by the German army.
43 Globalink Logistics Group
From Armenia to Kazakhstan
45 Scheuerle and Nicolas
The new «EuroCompact» low-loader
45 Agility
Equipment for a Caspian pipeline
48 Salammbô
Quay cranes and windmills are routine
50 BigMove
A modular system for trailer deployment
51 Palfinger Dreggen and Palfinger Offshore
Cranes for drilling rigs and wind farms
55 Altius
South Korean fractionator to Turkey
56 New subway tunnel in San Francisco
«Mom Chung» ready to drill ahead
59 Nordana
Giving a new fleet the green light
60 Spedition Kübler
The power booster in action
62 Chipolbrok
Scheduled heavylift services
65 Damco
Flying a heat exchanger to the USA
69 Jumbo Maritime
Heavyweights to Saudi Arabia
70 Hartmann Group /Breadbox
West Africa now a bit nearer
Cover: Transporting a wind farm component.
Photo: Projekt Cargo
70 Masthead
Photos :AndréBocquel
WELCOME TO AWORLD WHERE LAND ANDSEA,ECONOMIC
DEVELOPMENT AND ENVIRONMENTAL PROTECTION COME TOGETHER.
www.nantes.port.fr

International Transport Journal 19-20 2013
Heavylift / Breakbulk Special
7
Dear readers,
The description above aptly encapsulates two aspects of this
special supplement to the ITJ. Record-breaking consignments
are – contradictory as it may sound – almost becoming the
order of the day in the heavylift and project cargo industry.
The trend towards transporting ever heavier as well as ever
larger consignments is clear. This is one of the developments
that makes the sector one of the most interesting segments
in the global transport industry. No project compares to
another and every new undertaking brings the best ideas
out of the industry’s professionals and experts. One of these
shipments may even be recognised as a Guinness World
Record (see page 26).
The sea change currently affecting the maritime transportation
of project and heavylift cargo is described in detail
on pages 17–19. Over and above this you’ll find reports on
heavy consignments from the airfreight and road haulage
sectors – as always, as well as news about intermodal project
cargo operations.
Which brings us to the second record addressed above – the
one concerning the number of articles on offer. The many
fascinating projects we’ve read and heard about recently
made it easy for us to select an especially broad range of
brilliant heavylift solutions for you this time.
Reading about the creative ways the
industry’s experts solved their seemingly
unsolvable problems may regenerate
your own creativity!
Enjoy your read!
Antje Veregge
Head of shipping and ports

8 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
Overhauling its modular range
Lighter heavy trailers
In the project and heavy goods business the demands on trailers for transportation services are constantly rising. While the weight
and length of goods increase, this is not necessarily the case for the low-loaders. Faymonville has developed a lighter but compatible
twin version for an existing heavy module.
The new MT module creates new combined options with the G-ST module.
The route from a forge in Rocherath to
producing a trailer today was a long one.
The chassis of the Faymonville Modulmax
range are subject to a continuous
development process, in line with the
requirements of the market. For example
Faymonville’s heavy G-ST modular
range, which recently underwent an
optimisation process. The Belgian family
firm Faymonville, a manufacturer of
special trailers, pays great attention to detail,
and even the smaller components are
constantly tested and improved.
The most recent modular systems
from Faymonville are the ST and MT
versions. The G-ST is a chassis in the
heavier modular range intended for the
European market (36 t per line). Faymonville
developed the G module MT to
provide users with a lighter model which
is still completely compatible with the
G-ST system, however. In comparison
Photo: Faymonville
with the G-ST, the G-MT is around 700
kg lighter per line, and it can carry loads
of up to 25 t per line. As per the company
standard, the steel structure of the G-MT
was calculated entirely using the finiteelement
method, in order to guarantee
that customers receive the highest possible
performance for the lowest possible
weight.
All the usual accessories available
The results are reflected in the market.
Customers are increasingly opting for the
weight-optimised design of the Modulmax
range, which is designed for heavy
goods. This is not only the case in Europe,
as was expected, but also in countries
where previously only the heavy design
of the modular axles was employed.
The G-MT is aimed at customers who
already own a heavy load type G-ST module
and are looking for a lighter module
with the same rugged chassis. As usual,
accessories such as goosenecks, drawbar
systems, low-bed units and turntables are
available. The G module is also suitable
for parallel use in sequences of three or
four.
www.faymonville.com
New operating centre
Intermarine, a New Orleans-based US
managing agent of several vessel-operating
companies that specialise in heavylift
activities, opened a new 4,000 sqm logistics
centre in Houston early in April. It
is located on the 95 ha compound of Industrial
Terminals, an Intermarine subsidiary
which is set to increase its staff
from 200 to 220 as a result of the measure.
Intermarine, which is currently benefiting
greatly from an increase in energy
sector activities between Houston, South
America and West Africa, according to
CFO Mike Dumas, will transfer about 45
people to the new facility.
www.intermarineusa.com
Intermax completes transport to Dongfan Cangnan
Intermax Logistics Solution has transported
15 sets of heavy equipment for the
new power plant in Dongfan Cangnan,
through its southwestern branch. The
Equipment being transported to the Dongfan
Cangnan power station on low-loaders.
Photo: CEE
units were shipped from Chongqing to
Dayang and then delivered to Nantong.
The maximum dimensions of the individual
items was 18.3 by 2.5 by 3.1m,
with a greatest individual weight of 71 t,
whilst the smallest unit measured 8.3 by 4
by 2 m and weighed 23.3 t. The speciallyconstructed
wooden frames were covered
with waterproof material. The goods were
transported on low-loaders from the manufacturing
plant in Deyang to the port of
Chongqing Naxi Gou. The first equipment
was shipped out on the Intermax
ship Xinglong 908 on 28 March, and arrived
in Dayang on schedule.
www.inter-max.net

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10 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
Large transformers transported by rail for a Franco-Spanish cooperation project
A first for Europe
Energy for the future, says Inelfe’s slogan, projecting the ambitions of the Franco-Spanish electricity link. It is currently constructing two
sub-stations, one in Spain and on in Baixas, near Perpignan (France). Geodis Projets, having thoroughly evaluated all the options on
behalf of its customer Siemens, then settled on the solution of transporting Inelfe’s transformers by rail. The project is a first for Europe.
Transformers for Inelfe’s French sub-station being loaded onto a railway wagon in Narbonne.
The EU recently made a rather special
transportation task possible. The community
of states contributed almost half
of the estimated EUR 700 million costs
of a project that is being carried out by
Inelfe (Interconnexion électrique France-
Espagne). Inelfe is a cooperative project
between France’s Réseau de transport
d’électricité (RTE) and the Red Eléctrica
de España (REE).
The purpose of the agreement is to provide
an underground high voltage directcurrent
link through the Pyrenees, connecting
France (Baixas, near Perpignan)
and Spain (Santa Llogaia d’Àlguema, near
Figueres). The 63 km cable that links the
sub-stations runs partly through tunnels
beneath the Albera Massif. Construction
of the sub-station in Baixas on the French
side of the mountain range has been in
progress since 2011.
Transformers – again
Transformers have become something of
a classic in project cargo and heavylift logistics,
with the dimensions of the transformers
involved in this case unusually
large. The design stipulated the deployment
of seven 350 MVA HVDC transformers
in Baixas. Each unit measured
10.9 by 4.2 and 4.5 m. One transformer
alone weighs 244 t. Siemens, the manufacturer
of the transformers, won the
turn-key contract in part thanks to the
fact that the company was able to provide
a transport solution, which it presented
to Inelfe as part of the overall package.
For the transport Siemens depended on
the cooperation with subsidiaries in Germany
and France.
First stage
The first leg from the production site
to the south of France was executed in
classical manner. The transformers were
loaded in two batches in Nuremberg in
October 2012, and brought to Rotterdam
by barge. There they were transferred to
two heavylift vessels, which carried the
precious cargo to Port-la-Nouvelle, near
Narbonne (southern France). There the
transformers were set to be kept in storage
until February 2013, as they were going
to be delivered just in time.
Photo: www.jeanjoel-remy.com
The last 70 km from the port to the destination
posed a nigh-on insurmountable
problem for the transport planners from
the outset. Originally, Geodis Projets had
expected the last leg of the transport to
be undertaken by road. They had carried
out a detailed study, together with their
partner, the Swiss firm Friderici. The
results were sobering. The estimated investment
required to strengthen bridges
and roads, or alternatively to overcome
numerous wide dry ditches, would have
amounted to more than EUR 1 million.
As a result the partners decided to look
into a railway solution as an alternative to
road transport.
Wagons for heavy goods transport
The technical answer was provided by a
Geodis subsidiary, the Société de Transports
Spéciaux Industriels (STSI). Its railway
wagons for heavy loads have a total
of 28 axles (see photo), and these were
adapted and prepared to be in a position
to safely carry the transformers. Thus a
decision was made in favour of transporting
the load by rail – an innovative form
of transport for a load like this, and an
approach that had never been tried before
in Europe.
In February 2013 the seven transformersweretransportedfromPort-la-Nouvelle
to the train station, using an 18-by-2
trailer. On 16 March the main leg of the
transport by goods wagon began. One
transformer a week for seven consecutive
weeks was moved by special STSI wagon
from Port-la-Nouvelle to Espira de l’Agly,
the nearest train station to Baixas.
The transport was carried out on the
SNCF mainline, and there was a time
window for each trip every Sunday from
midnight. «For the first convoy we took
nearly seven hours to cover the 70 km
stretch,» François Ruetsch of Geodis Projets
said. «By the last trip we had gained
the requisite experience and mastered the
route, and so were able to cover the distance
in less than half that time.» The

International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
11
The 6 km of roads on the last leg to Baixas presented quite a challenge for man and machine.
last transformer left Port-la-Nouvelle on
28 April and headed for its destination on
one of the special railway wagons.
The home stretch
The rail section was thus managed relatively
uneventfully. The last 6 km from
the railway station at Espira de l’Agly to
the Inelfe site at Baixas represented the
icing on the cake of this heavylift transport
task.
French rules regarding the transport
of oversized heavy cargo measuring more
than 18.5 m in length, 2.55 m in width
and weighing more than 50 t require the
transporters to provide the authorities
with a precise map of the route, and the
transport has to have a security escort
too. It was the constructive cooperation
with officials, with the authorities in the
mayor’s office in Baixas, with the general
council of the department Pyrénées-
Orientales, as well as with the prefect’s
office in Perpignan that made the last leg
possible.
The team had to ensure the reinforcement
of certain roads in several places, as
well as of other infrastructure, but finally
it was possible to complete the transport
on the tortuous roads through vineyards
and villages, and unload the transformers
at their destination.
Successful cooperation
In addition to successful coordination
with the authorities it was the supportive
collaboration of Réseau Ferré de France
(RFF), the infrastructure department of
the French railways, as well as the analogous
department of the French state
railway SNCF and the latter’s cargo unit
Fret SNCF, that contributed in no small
measure to the success of the project. «On
3 May the last transformer was unloaded
in Baixas,» François Ruetsch said, with
pleasure. «In the end the team that had
planned and executed this project over
Photo: www.jeanjoel-remy.com
several years delivered its promises with
just one week’s delay. We should all be
proud of this first in Europe.»
Geodis STSI had also secured the support
of the Mâcon-based French transport
and handling company Couturier
for this task. The equipment it deployed
over a two-month period was impressive.
It included trailers with a total of 34 hydraulic
axles, a railway wagon with 28 axles,
five tractors, a mobile gantry crane
with a 500 t lifting capacity, and teams
for hydraulic lifting operations and the
adaptation of roads. There was a total of
20 people, divided up into three teams,
working locally on accompanying the
transport.
Christian Doepgen
www.geodiswilson.com
www.fret.sncf.com
www.inelfe.eu; www.rte-france.com

12 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
Hurry and register for
the 15th business run
When a group of people who have traded in
their business suits for running shorts and
track shoes gather on a sleepy street in the
Belgian port city of Antwerp in the early
morning hours of 15 May, then you know
that it is once again time for the Flensborg
and Associates business run. The event,
currently in its 15th year, is returning
to the site of its roots at the Breakbulk
Europe trade fair, which takes place from
13 to 16 May in Antwerp. Albert Pegg,
an advisor to the local port authority –
which also happens to be one of the run’s
sponsors – will send the runners off on
a 5 /10 km course, as was the case with
the run at the same location three years
ago. The run will also be completed by
Belgium’s so-called punk jogger, the longdistance
runner Rik Ceulemans.
Here are all the essential details again.
The run begins from in front of the
Hilton Hotel at Groensplaats 32 in Antwerp
at 07.30 on 15 May.
ah
www.flensborg-associates.com
Volga-Dnepr turns on the lights in Sochi
Volga-Dnepr is pulling out all the stops and providing key heavylift air cargo operations to ensure the
success of next year’s Winter Olympic Games.
The countdown for the next Winter
Olympic Games, which are due to be
held in Sochi (Russia) from 7 to 23 February
2014, has started. AirBridgeCargo
set the wheels in motion recently with a
number of logistics supply flights (see ITJ
Daily of 12 February 2013). Now Volga-
Dnepr Airlines, another member of the
Volga-Dnepr Group, has followed suit.
On 26 March it transported a turbine for
a thermal power plant from Stockholm
(Sweden) to Sochi on board an Ilyushin
IL-76TD-90VD. The delivery of the 23t
turbine produced by Siemens was organised
by the Russian logistics service provider
Major Cargo Service.
More equipment from Scandinavia
As part of another time-critical project
for the energy industry, Volga-Dnepr
used the same type of aircraft to transport
heavylift cargo from Scandinavia in
March. This time it involved two 33 t oil
and gas pumps, which were transported
from Bergen (Norway) to St John’s (Canada)
in 48 hours.
www.mjr.ru
www.volga-dnepr.com
Photos: Volga-Dnepr

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14 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
Efis Air • Saudia Cargo
Small steps lead
to outer space
The GSA Efis Air, which is a member of the ECS Group, recently carried out the delivery of the fourth and last stage of Europe’s Ariane
rocket, which is scheduled to lift-off on its next mission on 5 June. Another transportation job related to the past as well as the future
of space exploration was carried out by Saudia Cargo, which transported the space capsule «Almaz».
The Excalibur Almaz, a so-called re-usable
return vehicle and the only space capsule
to have been in space twice, made its first
ever journey to the Kingdom of Saudia
Arabia recently. The capsule was shipped
and trucked to East Midlands airport
from the place where its journey started,
on the Isle of Man. Not many people realise
that the self-governing British crown
dependency in the Irish Sea is one of the
largest investors in space travel, after the
USA, Russia and China.
Strive to go where no carrier has gone
Saudia Cargo took charge of the consignment
and flew it from East Midlands airport
to Jeddah on 28 March, from where
it was on-forwarded to Riyadh. Meticulous
planning was necessary to ensure the
safe passage of the capsule to its final destination.
The Excalibur Almaz RRV will
be exhibited at a science fair in Riyadh
and will also be taken to schools for space
education sessions.
The historical capsule Excalibur Almaz
RRV undertook its first flight as part of
the Cosmos 929 spacecraft, which flew
in orbit from 17 July to 18 August 1977.
After that it flew again on 30 March 1978.
This important flight – designated Cosmos
998 – demonstrated the space capsule’s
reusability. Only the space shuttle
systems of the USA and the Soviet Union/Russia
have made more journeys into
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A space programme with a future
Excalibur Almaz is a private aviation and
space travel firm based in Douglas, the
capital of the Isle of Man, a self-governing
British crown dependency in the Irish Sea.
It also has branch offices in Houston (USA)
and Moscow (Russia). Its aim is to carry
out space missions that go beyond orbiting
the earth. Its first project is headed for the
moon, and later endeavours have their sights
on objects further afield. It will deploy space
ships that are based on the re-usable return
vehicles deployed in the Soviet-era Russian
Mercury programme. The first flight of one of
the six modernised space ships that it owns
is expected to be carried out in about 2015.
www.excaliburalmaz.com

International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
15
Specialist heavylift forwarders, ground handlers and airlines all contribute to the logistics of space exploration, be it for rockets that are still deployed,
such as the European rocket «Ariane» (left), or for units destined for a museum, such as the «Almaz».
Photos: Efis Air/Saudia Cargo
space. Hayman Burhan, of the communications
department of the Saudi Arabian
flag carrier’s airfreight unit Saudia Cargo,
said that the firm was «honoured to move
this wonderful piece of engineering. We
always strive to go where no other carrier
has gone before.»
Lucrative business for sensitive goods
Efis Air in turn, which is a member of the
ECS Group, has been in active this lucrative
segment for a long time. The GSA
recently arranged for the delivery of the
fourth and last stage of the Ariane rocket
from Europe to French Guiana, on the
northern coast of South America.
The sensitive cargo, which weighed approximately
10 t, had to be maintained
at a constant temperature of between
25°C and 27°C throughout the entire
transportation process. Efis Air was able
to successfully achieve this – despite the
fact that the temperature at Vatry airport,
near Paris, where the flight departed, was
–1°C, and the outside temperature awaiting
the shipment when it arrived in the
Guianese capital city of Cayenne stood
at 26°C.
Efis Air chartered an Ilyushin IL-76
freighter for the flight. The company’s
operations manager, Irina Boutry, accompanied
the section on the journey. Efis
has previously arranged for the movement
of space rocket stages to Cape Canaveral
in the USA. It is currently also working
on another project, due to be carried out
later in 2013, to transport a similar shipment
for the space industry, this time to
the Baikonur space station (Kazakhstan).
Alain Boussard, the managing director
of Efis Air, said that his company is
«very happy to be involved in such an important
project for Europe’s Ariane space
project. This is a business field in which
we continue to demonstrate a high level
of expertise. We’re confident of further
expanding our activities for the aerospace
industry in 2013, as well as in the longer
term.»
Andreas Haug
www.ecsgroup.aero
www.saudiacargo.com
A long list of successful missions
The great space exploration nations on the space capsule «Almaz» are joined by the less well-known
flag of the isle of Man (second from the right), from where the private firm «Excalibur Almaz» hails.
The next Ariane 5 mission is scheduled for 5
June. The last time the strongest European
satellite-launching rocket took off was 7
February, when it was launched from Kourou
(French Guiana). It carried a satellite on
board then that was launched into space.
The European space programme has been
operational since 1996 and has successfully
completed 64 out of 68 jobs. Scientific,
technical, financial and political entities from
ten European countries are shareholders
in Paris-based Arianespace, a commercial
satellite-launching company. The stakes are
held in France (60.12%), Germany (18.62%),
Italy (9.36%), Belgium (3.15%), Switzerland
(2.51%), Sweden (2.3%), Spain (2.01%),
Netherlands (1.82%), Norway (0.1%) and
Denmark (0.01%). www.arianespace.com

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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
17
Developments in the maritime transportation of heavylift and project cargo
«Where are we going?»
The transportation of heavylift and project cargo is a relatively small niche, when compared with other areas of commercial shipping,
such as the container business or the bulk freight sector. Nevertheless, tough market conditions are making life difficult for the segment.
The big question at the forefront of everybody’s mind in the industry is – have we hit the bottom yet?
The global economic and financial crisis
has had direct effects on the business of
transporting heavylift and project cargo.
Many companies have adapted to dwindling
demand in a broad range of segments
in many regions of the globe by
shelving expansion plans for the foreseeable
future.
In addition, the willingness of banks to
finance large-scale projects has dropped
off drastically as a consequence of plunging
demand. Today, the heavylift industry
continues to struggle with the fallout.
(See also the interview with Tomas Dyrbye,
CEO of Hansa Heavy Lift, on pages
38-41 of this issue). Although the global
fleet of heavylift vessels is relatively small,
competition for available cargo amongst
players in the business is cutthroat.
It is common knowledge that the container
and bulk freight segments are by no
means better off than the heavylift business.
The result is that shipowners active
in the former segments are increasingly
putting their efforts into getting project
cargo onto their own vessels. In comparison,
these shipments are often considered
more lucrative than container and bulk
freight consignments.
A glimpse of the future
Susan Oatway, the author of a regular
report on multipurpose shipping for the
British analyst Drewry, illustrates the current
situation. «Competition from the
container segment is becoming more aggressive
on account of the fact that we are
still in a very weak market. The container
and bulk sectors are competing strongly
for project cargo.»
The heavylift sector experienced a
high between 2007 and 2008. As a result,
many carriers ordered new multipurpose
heavylift vessels, which shipyards have
been delivering over recent years. According
to Drewry, there were 3,189 ships in
the global multipurpose fleet in January,
with a total capacity of 28.6 million dwt.
The fleet of vessels that specialise in transporting heavylift and project cargo is small.
Of that fleet, Drewry says that only 852
of the freighters are specialised in the
transportation of heavylift and project
cargo. A ship must have its own on-board
crane with a lift capacity of at least 100 t
in order to fall under Drewry’s definition
of a multipurpose heavylift freighter.
Ships equipped with cranes capable of
lifting more than 250 t are classified as
premium multipurpose heavylift freighters
by the analyst. Both of these categories
combined comprise a fleet that encompasses
approximately 11 million dwt.
According to Oatway «the fleet of multipurpose
breakbulk freighters is only increasing
moderately in comparison with
other types of ships. My latest report
shows it growing at an average annual rate
of 0.8% to 2016.» Drewry estimates that
the total number of multipurpose vessels
will increase by 4% per year, however.
Bargain hunting
The demand for tonnage in the entire
multipurpose heavylift ship segment is
also expected to increase by 4%, according
to Drewry’s calculations. «This rise
probably will not happen this year, however,»
Oatway elaborates. «It is far more
likely that we will not see an improvement
until the end of next year or the
beginning of 2015.»
If the bargain basement prices for new
vessels were to prompt shipping lines to
go on a shopping spree, then this could
well throw Drewry’s calculations off target.
«Demand in the heavylift segment
can be satisfied with the current level of
tonnage. Nevertheless, a number of shippers
have ordered new vessels, due to the
relatively reasonable prices for new ships,
particularly in Chinese shipyards,» explains
Guenther Bielfeld, the chief commercial
officer for the Asia-Pacific region
at F.H. Bertling.
Past no yardstick for the future
This has given rise to the concern
amongst industry insiders that what happened
with the liquid natural gas shipping
segment, for instance, could be in
store for this market as well. Following a
promising beginning in LNG shipping,
the ratio between supply and demand was
turned on its head by the high volume of
newbuildings.
Another issue that the industry is
particularly concerned with right now –
apart from the volume of orders for new
vessels – is the design of ships. In other
segments of shipping, the specifications
of the cargo are usually known, at least
continued on page 18
Graph: Drewry

18 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
continued from page 17
A shift in production regions
From there, a more complete unit is
transported to the project site. «The project
business is constantly changing,»
Bielfeld explains. «The boom in the wind
power industry in the 1990s, for instance,
gave rise to a completely new market for
heavylift cargo as a part of project cargo
activities.» As a consequence, many shipgenerally,
before a ship is built. This is
not the case in the project cargo business.
Furthermore, in most cases load
weights can also vary dramatically from
consignment to consignment. Close coordination
with freight forwarders and
others in the supply chain is particularly
important when designing a new ship.
An analysis of shipments carried out in
previous years also plays a critical role.
There is a tendency to look to the extreme
weights shipped in the past in order to
draw conclusions about the requirements
of the future.
Bigger and heavier
Henrik Pedersen, the vice-president of the
shipping company Clipper in Singapore,
says that the majority of the multipurpose
heavylift ships plying the world’s oceans
have capacities of either 5,000 to 20,000 t
or 20,000 to 30,000 t. According to him,
the lifting capacity of the on-board cranes
is generally between 100 and 500 t on the
smaller craft, whilst on the larger ships
two cranes used in tandem might be capable
of moving loads as heavy as 2,000 t.
The latter will be in high demand in the
future, as players in the heavylift business
have noted a clear trend towards larger
and heavier units.
This is due to a change in global supply
chains. Consolidation of production
facilities can be increasingly beneficial
for companies that are streamlining their
The offshore energy sector remains one of the most important project cargo markets.
operations. Rather than fabricating parts
at different locations around the world
and assembling them at yet another location,
more and more companies are now
carrying out the assembly process at a
single location.
ping lines adapted the space on the decks
of their new ships to accommodate the
length of windmill blades.
The cargo itself is not the only thing
that is in a state of flux. The regions that
play an important role in the business are
also undergoing change. Northern and
Southeast Asia, continental Europe, the
USA and the Mediterranean Sea region
have traditionally all been key markets
for the export of heavylift cargo.
On the import side, the Persian Gulf
countries, India, Southeast Asia, West
and East Africa, Australia, the east coast
of South America and the USA are all important
markets. A profound change may
now be on the horizon for the latter. «The
Photo: thinkstock
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
19
current shale-gas boom in the United States of America
could result in the country becoming a bigger importer
of heavylift cargo in the future. Up to now the USA
has mainly been an exporter of various products in that
sector,» according to Bielfeld.
Another big change is taking place in the Arctic Sea.
The opening up of the Northeast Passage in northern
Russia has made it possible for ice class 3 ships to serve
LNG projects in Siberia. Political changes have had a
profound effect on the sector too. Whilst Iraq has seen
a veritable project cargo boom following the fall of
Saddam Hussein, many shipping lines and freight forwarders
are reluctant to serve project sites in neighbouring
Iran. Some do not even want to send goods through
the country in transit, either out of concern for their
relationships with their US customers or due to international
sanctions.
At the moment regions such as the Middle East,
Australia, Southeast Asia, Africa and Latin America are
particularly interesting in terms of their growth potential,
according to Bielfeld. Amongst these, Brazil and
Mozambique are especially attractive. «On top of this we
also need to keep a close watch on how the political situation
develops in Venezuela,» the heavylift expert adds.
New challenges
In view of all this, the overall developments in the
heavylift sector remain very interesting. At the same
time, the requirements transport companies have to fulfil
are changing and becoming ever more stringent. «In
particular, more and more oil and gas companies have
started demanding a greater number of qualifications
from us before they finalise their orders,» Bielfeld says.
The project cargo specialist adds that the management
of health, safety, security and environment standards
(HSSE), as well as of compliance, quality and human
resources requirements, is developing into an increasingly
important aspect of the business for specialised
heavylift transport service providers.
Many shipping lines and other companies involved in
transporting heavylift cargo are very hard pressed when
it comes to personnel. Adequately qualified experts capable
of handling highly-complex project cargo jobs are
not easy to come by in most regions, a problem which
is compounded by the increasingly common practice
amongst shipping lines of opening offices even in remote
areas.
A look into the crystal ball
The prevailing market conditions are already scarcely
bearable for many shipping lines. Very often rates are so
low that companies cannot even cover their own operating
costs. The situation is unlikely to improve by the
end of this year, however. In fact, things could take a
turn for the worse.
«In view of the strong competition for cargo from
the container and bulk freight shipping lines, I expect
the situation in the heavylift and project cargo business
to become even more critical in the coming months.
What does the immediate future hold? The prospects are not too good.
However, once the container and bulk markets stabilise, the project
cargo market could improve in the medium term,» Oatway predicts.
Naturally, the development of the global economy plays a central
role in any such recovery. The first indications of positive developments
are beginning to emerge, particularly in the USA. One thing
seems eminently clear, however. It is the carriers themselves who will
ultimately decide whether to resist the temptation of the relatively low
current prices for new vessels and to thus prevent the market from being
flooded by excess tonnage.
Antje Veregge
www.drewry.co.uk
www.bertling.com
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
21
The Swiss company Emil Egger
Construction modules for schools
The heavylift department of the Swiss transport and logistics service provider Emil Egger landed a rather unusual contract
recently – namely to load, transport and re-locate 120 temporary wooden school room units to new sites in the greater
Zurich region.
The main reason the firm Emil Egger won
the contract to transport the provisional
school rooms was that this St Gallenbased
enterprise owns all the equipment
needed to implement a logistics operation
of this type. The equipment and plant in
its possession ranges from the terminal
where the customer assembles and equips
the modular structures, to the machinery
for manufacturing them, as well as an indoor
crane for loading the finished units,
trailers for transfers to the sites and cranes
for positioning the schools at site.
«The entire logistics chain can thus be
executed by a single operator, which helps
us to finish the job smoothly and allows
us to provide a top-quality service,» explained
Michael Egger. He was in charge
of the operation, both as a board member
and as the head of the firm’s heavylift
department.
Significant logistical challenge
Though it may appear otherwise at first
glance, it should be noted that the sixmonth
project that ends in July definitely
falls in the heavylift category. The 10 m
long, up to 3.2 m wide and 3.6 m high
modules are not only too big to be loaded
onto normal trucks, but they also weigh a
not inconsiderable 8 t each. The company
delivers the rooms to various destinations
every fortnight, each two-storey building
being made up of ten modular units.
The transit routes are generally relatively
short, but a transport is rarely without
problems. Sometimes road diversions
or temporary traffic blocks have to be arranged,
and at other times obstacles have
to be moved out of the way. In addition
up to six lorries and a crane are in use
simultaneously. «The logistical challenge
may look modest, but it is actually significant,»
the 35-year-old Egger said.
The timing of the delivery of each
module is determined by the customer,
that is to say the module manufacturer.
Before the transport begins a team of
professionals from both companies inspects
the site where the modules are to
Whilst a tractor-trailer combination with a school room on board gets ready to leave (in the
foreground), Egger’s terminal crane is ready for the next unit in the background.
be erected and the members discuss the
details of the operation. One of the advantages
of the process flow devised by
Egger is that the units can be largely prefabricated
in Egger’s terminal, where the
modules are protected from the weather.
This reduces the equipment needed at site
to a minimum.
Egger’s terminal, where the temporary
school buildings are constructed, is a
brand new 100 m long, 60 m wide building
erected at a cost of EUR 25 million. It
was commissioned a year ago. Since then
one third of its surfac area has replaced
Egger’s old 14,300 sqm workshop, with
the other two thirds of the building used
for storage. 5,000 sqm thereof is reserved
for the temporary storage of heavy consignments.
The modern hall with all the
latest equipment has raised the company’s
total storage area at its headquarters
in St Gallen to more than 30,000 sqm.
Wilf Seifert
www.ete.ch
Ultra-Brag: a generator for a nuclear power plant
The heavylift specialists of the logistics
company Ultra-Brag, which is headquartered
in Basel (Switzerland), recently
loaded and transported a generator stator
weighing no less than 460 t. This heavy
piece of plant equipment was manufactured
by Siemens in the German city of
Mülheim an der Ruhr, and then loaded
onto Ultra-Brag’s barge, the Aargau, in
Duisburg (Germany).
The transport was carried out according
to plan along the Rhine up to the
Swiss Rhine ports, where Ultra-Brag then
discharged the stator at the Auhafen terminal
in Muttenz, near Basel. For the last
leg of the journey – via Olten to Gösgen
– the heavy piece of equipment was transported
by rail on a special railway waggon
provided by Felbermayr. Together with a
new 100 t rotor, as well as numerous other
components, the new stator was erected
and commissioned in the machine room
of the Swiss nuclear power station Gösgen,
as part of its annual inspection and
overhaul.
ra
www.ultra-brag.ch
Photo: Seifert

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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
23
Goldhofer and Precision Heavy Haul transport a locomotive
Through Las Vegas with an iron monster
The German firm Goldhofer and the US heavylift specialist Precision Heavy Haul recently moved a 190 t diesel-electric locomotive
along legendary Las Vegas boulevard, deploying a modular heavy-duty transport system to this end. The loco was destined for
the Las Vegas convention centre, where the engine was exhibited at a mining trade fair.
Joe and Joanne Public will hardly have
believed their eyes if they were roaming
the streets of Las Vegas recently. Far from
any railway tracks a giant yellow locomotive
emerged from the darkness, gradually
progressing northwards along Las
Vegas boulevard. This was made possible
largely by transport equipment supplied
by the German company Goldhofer. Its
14-axle units from the modular heavyduty
transport system THP/SL served as
a substitute for rails.
The unusual load was a 190 t dieselelectric
locomotive made by the US
engine manufacturer EMD, which has
been owned by Caterpillar since 2010.
With a length of 30 m, a height of 5 m
and a width of 3 m the EMD giant was
not only the star attraction on Las Vegas
boulevard, but also the highlight of the
world’s leading mining industry fair Min-
Expo International, held in the Las Vegas
convention centre.
No bridges and few traffic lights
Transporting the railroad monster from
a marshalling yard to the exhibition site
was an enormous challenge for Goldhofer’s
North American customer, the
heavylift transport specialist Precision
Heavy Haul (PHH) which is based in
Phoenix AZ. The PHH team needed to
find a way of firmly anchoring the locomotive
on the THP modules without
greatly increasing the weight of the load.
At the same time the solutions had
to be stable enough to ensure that the
wheels of the loco were not damaged
during transport. «With their high bending
moment and low tare weight, the
THP/SL axles were the perfect support
for the transport of the locomotive. «We
can rely completely on Goldhofer equipment
at all times,» said Mike Poppe, the
founder and owner of PHH.
Goldhofer’s twin-tyred THP/SL modular
systems – which can handle axle loads
of up to 45 t and offer an axle compensation
of up to ±300 mm, as well as an extremely
high bending moment combined
Transporting the heavy loco along Las Vegas boulevard on a 14-axle Goldhofer unit.
with a low tare weight – are the world’s
most widely used heavylift axles and are
always in demand when outsized loads
have to be moved. For PHH, success was
guaranteed not only by the right Goldhofer
equipment, but also by its sophisticated
project management. The transport
route, for instance, was planned so that
the convoy had to cross no bridges and
as few as possible junctions with traffic
lights.
Prepared for all eventualities
To avoid colliding with power and other
overhead cables, a whole team of special
service providers was involved in the
project. To increase the clearance of overhead
cables these had to lifted with their
own lifting equipment where necessary,
and sometimes traffic lights even had to
be dismantled.
To cover the distance between the railway
and the convention centre as quickly
as possible, the PHH specialists sometimes
switched to opposite traffic lanes.
The transport convoy was prepared for
all eventualities. It included two trucks,
the Goldhofer modular trailer, five vehicles
with lifting platforms, six telescopic
handlers equipped with cranes, working
platforms and escort vehicles.
The PHH team also had the support of
eleven highway patrol officers, who saw
to the safety of the transport and other
road users. PHH itself deployed a team of
40 persons on the project.
In the days leading up to the transport
of the locomotive the project was a source
of some headaches for the authorities in
Las Vegas, because US president Barack
Obama was due to visit the city on the
same day, and they feared that the president’s
motorcade could be hindered by
Goldhofer/PHH’s activities. «Fortunately
there were no problems. The transport
operation went off exactly according to
plan,» Poppe grinned.
In a narrow time window of only five
hours, the 4,300 hp engine was hoisted
from the rails onto the Goldhofer THP/SL
trailer by means of a special lifting device.
After the loading operation it travelled at
walking pace to the convention centre at
eleven o’clock in the evening, along the
most famous street in Las Vegas. On arrival
at its destination the locomotive was
unloaded directly at the place where it was
to stand in the exhibition hall. The journey
alone took more than six hours.
edited by ra
www.goldhofer.com
www.precisionheavyhaul.com
Photo: PHH

24 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
White Brothers – three generations of specialised heavylift logistics services
Massive transformers on the move
White Brothers, a company founded in
the 1940s, recently undertook another
spectacular road transport contract.
The job involved moving four transformers,
each weighing 110 t.
White Brothers, a Maltese business of
many years standing that employs 36
people, was recently entrusted with the
highly-demanding job of transporting
four 110 t transformers. The pieces of
equipment were shipped from Hungary
to the Maltese port of Valletta, for onward
transport to the new Kappara
power distribution centre.
The facility is the third of its kind in
Malta, joining similar plants already in
operation in Mosta (serving northern
Malta and Gozo) and in Marsa (serving
central Malta). The new Kappara
centre will manage an inter-connector,
effectively linking Malta to the European
grid, and will improve the energy
supply to eastern Malta.
Overnight
«The transformers were moved overnight,
in order to cause a minimum of
disruption to other road users,» White
Brothers director Mario Ciantar told
A police escort made sure that the transport job
was completed smoothly.
Photos: White Brothers
The heavylift transport jobs were carried out mainly at night (see picture below left too), in order to
hinder traffic as little as possible.
the ITJ’s Jutta Iten. «We had to wait for
good weather and, with the help of the
authorities, we checked bridge weight
limits and tunnel clearances over the
entire 15 km route. At one location, a
bridge would have been unable to bear
the load, so we had to choose an alternative
route,» Ciantar elaborated.
The transport task, which was accompanied
by a police escort, passed off
without incident, and the transformers
were delivered safely and on schedule.
A wide variety of cargo
As an independent family business,
White Brothers handles a wide variety
of cargo. A good example is the company’s
contract to clear and transport
all the shipments, especially heavy and
oversize loads, in connection with the
expansion of a second power station at
Delimara, near Marsaxlokk in southeastern
Malta.
BWSC, a Danish company, was in
charge of this project and awarded
White Brothers a contract to handle all
of the project’s transport and logistics
requirements. As Ciantar explained,
the project is now nearing completion.
«Our main concern is customer satisfaction.
We’ve moved transformers, printing
presses, boilers, ventilation systems,
generators and even entire production
lines. We also take care of customs
clearance, dispatch preparation and delivery
to customers, working in partnership
with our subsidiary White Freight
Services,» Ciantar concluded.
Jutta Iten
www.whitebrosmalta.com
White Brothers Limited
White Brothers Limited is a service provider
whose core activities focus on making sure
that customers are offered comprehensive,
tailor-made, fast and flexible transport solutions
at competitive prices. To this end the
company works in the fields of customs declarations,
packaging, warehousing, freight
forwarding services, handling, processing
and delivering all types of goods. The firm is
also strong in the field of heavylift transportation,
handling machinery and project cargo
equipment. It deploys its wholly-owned
specialised vehicle fleet of tractors, terminal
tractors, temperature-controlled lorries, trailers,
fork-lift trucks and cranes to this end.

26 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
Jumbo-sized beams from ArcelorMittal in Luxembourg to Germany
Beams on a group of wagons
The delivery of 14 beams made by ArcelorMittal, each with a length of almost 61 m,
presented a particular challenge for rolling stock and railway lines. CFL Cargo and
a German engineering firm cooperated to find the solution.
Every heavyweight transport is tricky,
but not every one leads to a unique solution.
At ArcelorMittal’s production site
in Differdingen (Luxembourg), however,
the transportation of steel beams, each of
which was 60.6 m long, this was exactly
the case. A special customised solution
was needed. The 14 beams, all of which
together weighed in at 380 t, were ordered
by the Germany state railway corporation
Deutsche Bahn, to construct a railway
bridge in Dresden. The delivery was
planned on a just-in-time basis.
The transport of a 60.914 m long steel
beam by railway, offering a maximum
load length of 25 m per wagon, appears
to be ruled out from the start. Not at all,
they thought in Luxembourg, and simply
combined several wagons together. Each
pair of beams was to be transported on
a group of three wagons. Two carrier
wagons, each 25 m long, sandwich an intermediate
wagon 20 m in length, making
a total length of 70 m for a group of
wagons.
A 61 m steel beam balanced on three wagons.
Equipment custom made by CFL
The transportation of these over-length
beams was only possible thanks to the
possibility of carrying them on custommade
pivoting and sliding cross-pieces
fitted to the wagons. «This ensures that
the beams remain straight during the
journey, while the wagons underneath
them can follow the curve of the railway
tracks,» explained Fritz Crelo, CFL
cargo’s loading expert and head wagon
inspector, who personally accompanied
the transport to Dresden.
The pivoting and sliding cross-pieces
were custom made in CFL cargo’s workshops
in Belval (Luxembourg). The
beams were mounted in the middle of the
wagon and fixed to a girder. Where this
was not possible, both sides of the pivoting/sliding
cross-pieces were attached to
Photo: CFL cargo
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
27
a fixing point, which formed a frame for
the respective steel beam.
Several feasibility studies were needed
to determine the route for such a special
transport, not just on the national railway
networks in Luxembourg and Germany,
but also for the internal transport stretch
at the plant site (concerning the questions
of exceeding the loading gauge and the
accessibility of factory halls, amongst
others). Specific safety regulations had
to be developed and observed during the
reservation of the transport route.
Transport route and wagon sequence
At the end the sequence of wagons consisting
of seven groups of wagons for the
transportation of the 14 beams produced
quite an armada. The 14 carrier wagons
and seven intermediate wagons were each
70 m long per group of wagons, which
added up to a total length of the wagon
sequence of 493 m.
Each beam weighed 15.7 t, so two
beams per pivot cross-piece came in at
31.4 t. Each group of wagons weighed almost
80 t unladen, so with its load each
A complex arrangement of carrier and intermediate wagons made transportation by rail possible.
group of wagons weighed a total of 113 t.
The whole wagon train weighed 545 t
when unloaded, and loaded the whole
transport weighed a total of 790 t.
A record-breaking project?
The adapted and customised wagons were
moved from the Belval site to Differdingen
to be loaded. After the seven wagon
groups were loaded, CFL cargo carried
out a technical inspection of the loaded
wagons at the start and then the complete
transport of the load from the starting
station to Dresden Friedrichstadt, the
target station. The train’s speed limit was
100 km/h.
The transport and beam lengths of this
project are unique. Up until now, beams
this long have not been transported over
such a distance from the production site
to the building site. In addition to this
there were the customised wagons produced
by CFL cargo.
«Such anextraordinaryprojectrequires
the seamless cooperation of many different
teams,» said Fernand Rippinger, CFL
cargo’s chief executive officer. «Mastering
this job was very exciting and thrilling.
This is why we’ve decided to submit
this project for an entry in the Guinness
Book of World Records,» explained Fred
Weissenburger, ArcelorMittal’s engineer
in charge of the record-breaking project.
«The application has already been sent
off.»
cd
www.cflcargo.eu
www.arcelormittal.com
Diagram: CFL cargo
www.holleman.bg
The specialists in windmills transportation

28 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
From a specialist for the transport of steel to a heavylift all-rounder
At the beginning there was steel
Diversification is the key. Originally Sosersid, a branch of the Atic Group, specialised in
steel. Over the past ten years it has established a reputation as a provider of a comprehensive
range of heavylift logistics services from its headquarters in Marseille Fos.
Sosersid owes its existence to the steel
smelting industry. Its predecessor was
founded in 1973 as a transport division
of the former Solmer factory, which
was headquartered in Marseille. Since
then Solmer has been incorporated into
ArcelorMittal. In 2002 Sosersid was set
up as an independent company by Atic
Services, a subsidiary of ArcelorMittal.
Sosersid now provides services for project
cargo operations to and from Fos.
«Economic considerations triggered
this development,» Sosersid director Jean-
Claude Sarremejeanne explained. «We
needed to improve the utilisation of our
staff and wanted to make better use of our
steel-handling expertise to expand into the
industrial project cargo sector.»
Even today, steel products are Sosersid’s
core business. The two furnaces of the
parent company, which is situated near
Marseille, process 7 million t of raw materials,
ores and coal per year. Almost 65%
of the products leave Fos by sea. Sosersid
thus loads more than 2.3 million t of steel
products on to vessels every year. In the
opposite direction, up to 20,000 t of coal
and ores are unloaded from ships every
day.
The company’s quay for handling steel
products was opened to other transport
options in 2002. Since then every type of
product, container or project cargo consignment
has been handled, including
road-building equipment and yachts, for a
very diverse range of customers.
Sosersid has successfully built up its project
cargo business in Fos.
The purchase of cranes and the staff’s
expertise opened up new opportunities.
In 2003 the parent company bought a
Demag mobile lattice crane for its Fos
site. The crane can lift consignments
weighing up to 250 t with a 14 m outreach.
Today the company carries out
between 120 and 130 project cargo shifts
First Class in Projects
Scheibenstr. 17 | D-40479 Duesseldorf | Phone: +49 (0)211 550264-0 | Fax: +49 (0)211 550264-44
www.dakoworld.com

International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
29
Photos: Sosersid
annually. The firm’s 55 dockers working
on the cranes work in shifts, and operations
are carried out up to 24 hours a day.
Many exports are carried to Fos on inland
barges on the Saône-Rhône waterway
network. Domestic providers such as Alfa
Laval Packinox, which manufactures heat
exchangers, contribute to ever increasing
throughput, as does the construction of
gas works, such as a third plant built in
2012 near Martigues, in the Marseille area.
The range of transport services is impressive.
For example, the company has
already handled twelve project transports
from Fos since the beginning of 2013.
These projects involved yachts and catamarans,
a transformer weighing 252 t, two
large moulding machines, cable drums, a
342 t stator frame, generators weighing
from 138 to 360 t and also coils and sheets
weighing 1,500 t from Turkey. The diversification
has thus been quite a success.
Sosersid has been developing its project
cargo business in a hotly-contested
market. The projects it has undertaken so
far were all specific assignments and they
were handled by making use of international
heavy goods carriers breaking their
Regular project cargo solutions have yet to be
offered from Marseille Fos.
journeys at Fos. Sarremejeanne pointed
out that «we’re aiming to offer our clients
at least one regular service every four to
six weeks. We’re working intensely on
this, together with our partners Feron de
Clebsattel, Master Projects and the port of
Marseille, and by looking to Asia.» cd
www.sosersid.com
Ongoing offshore expansion
The Belgian oil and gas specialist Exmar
has reported that its sales in the business
fields for LPG, LNG and ammonia are
on the rise, and that it has ever more success
to report in the offshore segment
too. In the first quarter of 2013 the company
generated sales worth USD 99 million,
to which LPG activities contributed
USD 56 million, LNG USD 8 million and
the offshore sector a modest USD 0.7 million.
All accommodation barges (including
the Kissama, the Nunce and the Otto 5)
contributed fully to the results in the first
quarter, as did the Luxembourg, a floating
storage unit. The company believes that
the units will continue to contribute in
the second quarter too.
In March Exmar announced that the
first steel had been cut for the proprietary
hull design Opti 11,000 in the Hyundai
Heavy Industries Offshore Yard in Ulsan
(South Korea). The hull is owned by the
US entity Llog, and it will be deployed in
drilling work in the Delta House development
in the Gulf of Mexico. cd
www.exmaroffshore.com
Spécialiste du transport hors gabarit,
projet industriel maritime et aérien
CERL Lyon
235 rue DenisPapin
38090 Villefontaine
Tel. +33(0)4 74 92 66 00
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Tel. +33(0)1 46 49 15 46
Organisateur de
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
31
Excellent prospects for Blue Water Shipping
The experts from Esbjerg
Blue Water Shipping (BWS) has handled transport and logistics for all types of cargo and all types of industries. It has transported entire
oil rigs through the Russian Volga-Don river system (see ITJ 09-10/2013, Heavylift Special, page 9), concrete factories in Africa, wind
turbines around the world and power plants in South America. BWS specialises in finding the best transport and logistics solutions on
both a local and global scale by always focusing on its clients’ needs.
In February, Blue Water Shipping announced
its largest contract ever. Singapore-based
Keppel Fels, a global leader
in the design, construction and repair of
mobile offshore rigs, asked it to transport
five semi-submersible rigs. The contract
covers five shipments which exceed
60,000 t in total and call for the expertise
of BWS’s in-house naval architects,
chartering and project forwarding staff.
Tailor-made project solutions
The project represents all the specialities
for which Blue Water Shipping is famous.
It has positioned itself as a top player in
the project cargo market through decades
of hard work and by continuously
creating tailor-made transport and logistics
solutions for clients worldwide.
Blue Water’s Singapore branch recently
won a contract to provide logistics
solutions in connection with a
rebuilding project which will change a
tanker into a so-called FPSO, a floating
production storage and off-loading
unit, for PTSC Asia Pacific. With a wide
range of services and in-house specialists,
such as experienced freight forwarders,
stevedores, port captains, engineering
department and HSSEQ staff, BWS
leaves nothing to chance when engaging
in such projects.
Cooperation and growth
On the contrary – every link of the
complex transport chain is monitored
closely with a specially-designed IT system,
which is part of the overall service
package that Blue Water offers and ensures
that quality standards are upheld
at every step of the job.
The company has extensive experience
with large projects. Last year it
was awarded a contract to provide the
logistics for the construction of one of
the world’s largest FPSOs, the Cidade
De Ilhabela, taking place in China and
Brazil through to 2014. Blue Water also
Blue Water Shipping was recently involved in the construction job for the «Cidade de Paraty» FPSO
in Brazil. The project required the shipping of thousands of consignments and the coordination of
activities by branches in Rio de Janeiro, Esbjerg, Houston, Singapore, Rotterdam and Amsterdam.
recently completed its involvement in
the construction of the Cidade de Paraty
FPSO in Brazil. Blue Water told the recently
told the ITJ that its primary aim
is to always find the optimal solution for
a client. With in-house experts covering
all areas of transport and logistics this
objective is pursued through cooperation
between the more than 60 offices
BWS has worldwide.
Establishing offices around the world
Over the years the company has built up
its strength of creating long-term valueadding
solutions for and with its clients.
Its relationship with Keppel Fels started
in 1999, for example, when Blue Water
was asked to transport a jack-up rig from
Singapore to Azerbaijan for its client.
Large-scale projects require a flair
for quality, precision and knowing what
your clients expect. A trusting partnership
is thus one of the absolute top priorities
for Blue Water, as is its focus on
gathering the right team for a job. The
success of a project requires much more
than trucks, vessels and aircraft, after all.
The future prospects for Blue Water
in the project cargo transportation
solutions segment looks bright and the
firm – which has about 1,000 employees
– stays on the ball to develop both its
worldwide services and its network. It is
a primary strategy is to establish offices
around the world, in order to be as close
as possible to its clients and offer them
the local knowledge that they require,
in combination with Blue Water’s global
expertise.
Ambitions of being the best
Its ambitions, the company based on
the North Sea on Denmark’s western
coast said, have not changed since it was
founded in 1972. The heavylift specialist
retains its primary aim of being the best
player in both the both the global and
local markets.
Andreas Haug
www.bws.dk
Photo: Blue Water Shipping

VISIT USAT
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
33
A tram transported from Basel to Stuttgart
A pig exported to the EU
On 4 April the so-called «Säuli Drämmli» (piglet the tram), which gave the city of Basel
one of its distinctive characters for twelve years, was sent on its final journey by special
transport. It reached its destination– a pig museum in Stuttgart – the next morning.
250 km is quite a distance for a tram. It
is almost impossible for a vehicle that
moves on rails to travel such a distance
without tracks. But Basel’s former Säuli
Drämmli, a tram that is a little bit special
in more ways than one, did just that early
in April – with the active support of the
Stuttgart transport firm Hermann Paule.
For 23 years the Stuttgart restaurateur
Erika Wilhelmer has had a special dream.
She wanted the Säuli Drämmli to be the
jewel in the crown of her collection of
more than 46,000 pig exhibits housed in
an old abattoir that was converted into a
porky museum in 2010. The tram operator
Baselland Transport decided to grant
her wish and gave her wagon B4 no. 1322,
which entered service in 1961 and was
converted into the second Säuli Drämmli
in 2001. The pig’s head, which had decorated
the first Säuli Drämmli that had
rumbled through the streets of Basel from
1990 onwards, was taken over in 2001,
when wagon no. 1338, which had been
the first Säuli Drämmli, was taken out of
service and handed over to the passenger
transport company of the Serbian capital
Belgrade.
While some Basel citizens condemned
the loss of the much-loved symbol of the
city as pig awful, the inhabitants of Stuttgart
considered themselves lucky, true to
the German tradition of seeing pigs as
lucky charms.
Photo: Baselland Transport
The tram was unloaded in a mere three hours at
its destination.
The transport itself was not easy, and
many bureaucratic hurdles also had to be
overcome. There was a controversy over
whether the museum’s largest exhibit
should be categorised as art or advertising.
The Stuttgart authorities finally decided
that it was advertising and gave the
collector her building permit. As far as
the logistics hurdles were concerned, the
13 m and 10 t pig completed its spectacular
journey and arrived none the worse for
wear – except for a single damaged front
lamp.
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
35
South Asian shipyard builds ro-pax ferry for Danish owner
Rickmers-Linie transports
a ferry from Bangladesh
Vessels such as motorboats, yachts or
catamarans are regularly transported on
multipurpose ships. The German heavylift
specialist Rickmers-Linie recently carried
a particularly remarkable unit from
Bangladesh to Denmark, however – a
ro-pax ferry. The ship was carried on
the «Baltic Winter», which Rickmers has
chartered on a long-term contract.
It is the very first ferry ever to be built
for a European owner by a shipyard in
Bangladesh. The Western Marine Shipyard,
which is located in Chittagong, on
the Bay of Bengal in the southeast of
the South Asian country, got the order
from the Danish line Hundested-Rorvig
Faergefart, which will put the new ferry
Isefjord into service on its route across the
eponymous fjord in the northwest of the
Danish island of Zealand.
The Isefjord is just under 50 m long and
just over 11 m wide and has a capacity
of 28 vehicles and 147 passengers. The
ship’s two main engines each have a capacity
of 500 hp that allow a speed of up
to 11 knots. The total weight of the ferry
comes in at 470 t.
Versatile vessels
After delivery to the Hundested-Rorvig
Faergefart ferry company in February, the
ferry was loaded on board the Rickmers
multipurpose heavylift charter vessel Baltic
Winter in early March, using its two
on-board cargo cranes. After a journey of
six weeks from Chittagong to Denmark
the ferry was discharged directly into the
waters of the Kattegat near Hundested in
mid-April.
Takeover, lashing, securing and discharge
were prepared and supervised
by Rickmers-Linie’s cargo transport engineering
team, ensuring precise and
smooth operations.
The «Baltic Winter», chartered by Rickmers-Linie, unloading the ferry near Hundested (Denmark).
The Baltic Winter is deployed in Rickmers-Linie’s
regular westbound service
from the Bay of Bengal, India and the
Middle East to Europe.
Ulrich Ulrichs, the chief operating
officer and managing director of Rickmers-Linie,
said that «this transport task
showcased what we at Rickmers-Linie are
capable of doing with this versatile type
of vessel. It also shows our flexibility in
this service.»
Fleet expansion
Rickmers is planning to rename the Baltic
Winter to Rickmers Dubai soon. The multipurpose
cargo vessel has been in service
with Rickmers-Linie since 2011 and is a
sistership of the Rickmers Chennai, the
charter of which Rickmers-Linie had announced
early in April. With this new acquisition
the Hamburg-based company is
expanding its fleet by another multipurpose
heavylift vessel, which has a capacity
of 19,000 dwt.
These two ships are smaller than those
Rickmers uses in its round-the-world
Pearl String service and which have a
capacity of 30,000 dwt. However, they
are more flexible in ports with shallow
waters, smaller turning radii or shorter
quays. Their qualities are a great advantage
in the service between Europe and
the Middle East and South Asia, Ulrichs
emphasised. «With heavy and oversized
cargo it’s important to carry the cargo as
close to its final destination as possible
on the ship itself, since overland transport
is expensive and complicated. The
Rickmers Dubai and the Rickmers Chennai
now allow us to offer our customers a
wider choice of ports.»
Major plus point
Another advantage of the two vessels is
their lifting capacity. Their two on-board
cranes can lift up to 400 t, or no less than
800 t when they are deployed together.
A third on-board crane has a capacity to
lift of 120 t.
Thus the two ships have the highest
lifting capacity in the Rickmers fleet.
Built in 2011, the Baltic Winter, with its
high lifting capacity, has proved to be an
excellent addition to the line’s fleet. The
corporation will be putting the Rickmers
logo on the vessel’s hull and chimney
soon, as will also be the case for its newlychartered
sistership.
Antje Veregge
www.rickmers-linie.com
Photo: Rickmers-Linie

38 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
Hamburg-based heavylift shipping line occupies a «niche within a niche»
«The heavylift cargo industry
urgently requires consolidation»
The young Hamburg-based company Hansa Heavy Lift entered the market approximately two years ago, at a time when the
oversupply of tonnage and low rates were already the order of the day. Since then there has been no significant change
in these conditions. However, the heavylift specialist is still optimistic about the future, as the company’s managing director
Tomas Dyrbye explained in an interview with the ITJ.
Mr Dyrbye, your firm is just about two
years and therefore a relatively young
player in the heavylift industry. In
which areas do you primarily operate?
For us, a total of five segments are particularly
important: first and foremost,
the oil and gas industry, and within that
predominantly the off-shore sector. This
is by far the largest and most important
market for us.
In addition, shipments connected to
wind energy activities account for a high
percentage of our bookings. We also
transport a lot of cargo for the mining
industry, the power plant and electricity
generation environment, as well as in
connection with general infrastructure
projects.
Which geographic regions are of particular
interest in this context?
In terms of mining, these are still mainly
Australia, South Africa and South America.
Asia is also an extremely important
region for us, which is why we have also
been operating an office there since the
end of 2011. On the one hand, this region
offers a growing local market, whilst
on the other it produces large volumes
of cargo – a great deal of which originates
in China in particular – destined for
overseas projects. Following the oil-leak
catastrophe in 2010, off-shore projects in
the Gulf of Mexico are also now on the
increase again. The nature of heavylift
cargo is constantly changing, however.
What does that mean exactly?
As you would expect in our business, we
are dealing with relatively complicated
cargo supply chains, which are consolidated
from all over the world for a project
and then loaded onto one of our ships,
for example. These shipments are now
becoming increasingly heavy and also
more complex, however.
Which is a good thing
for us, because the more
complicated the transport
operation, the more exciting
it is.
What has caused these
developments?
For industrial companies,
particularly in the energy,
power plant construction
and civil engineering industries,
the option of
transporting even heavier
and larger shipments can
be very worthwhile. In
certain circumstances,
this enables production facilities to be
combined and operated from fewer locations.
This development obviously has
lots of potential for cost reductions.
«Shipping individual components weighing
more than 1,000 t is still relatively
new and the market has to adjust first.»
What weights are we talking about in
this context?
Until recently, there were very few ships
on the market which were able to lift cargo
with a weight of up to 1,400 t using onboard
cranes. There are now 18 such ships
in operation around the world, including
seven units in our fleet alone. Right from
the outset, we focused on transporting extremely
heavy loads.
Why this area in particular?
From the beginning, we wanted to occupy
a «niche within a niche», because
whilst this is a particularly challenging
area, it is also relatively lucrative. There
are currently only a few companies in the
Tomas Dyrbye, Hansa Heavy Lift’s managing director.
world which are actually able to transport
extremely heavy loads by sea. This will
change, however. We are assuming that
demand in this area will increase significantly
over the next two to three years.
Then again, this is a business with very
long lead times.
Can you give an example please?
If a new LNG plant is planned, in Australia
for instance, then there can be a good
three to five years between project design,
the awarding of contracts and the actual
carrying out of the transportation jobs. It
takes a long time to obtain the necessary
approval and finalise plans. Only then
will the transport contract be awarded.
However, shipping extremely heavy
loads containing individual components
of more than 1,000 t is still new and the
market itself must first adjust to this development.
Whilst the trend is very clearly
heading in this direction, there have
until now been hardly any ships capable
of taking these loads on board. Engineers
continued on page 41
Photo: Hansa Heavy Lift

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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
41
The «HHL Tokyo» has two on-board cranes which can team up to lift units weighing a total of 1,400 t.
Photo: Hansa Heavy Lift
continued from page 38
are now starting to take account of this
availability in their plans.
Your specialist area may indeed be relatively
lucrative. Even here the rates are
currently not adequate though. How
serious is the situation?
Very serious! At the moment, the rate
level is definitely far too low to operate
profitably and sustainably. We are experiencing
a historic low, and the crisis has
already lasted longer than anyone would
have thought. We are actually facing two
different key issues. On the one hand
there is less total cargo on the market as
a result of the economic crisis. And the
situation is further exacerbated, on the
other hand, by an oversupply of tonnage.
Our industry should really scrap some
more ships.
Will this option soon provide relief, in
your opinion?
In our industry in particular, we are
dealing with a large number of old ships,
some of which will certainly be scrapped
in the foreseeable future, which will help
matters. In addition, the heavylift industry’s
order book looks relatively modest,
in comparison to other industries. I really
hope it stays that way. But in some ways,
this problem is regulating itself.
Do you mean because the financing of
ships is currently rather difficult?
Precisely. But I also believe there is another
problem: in my opinion, our industry
is much too fragmented. The heavylift
cargo industry urgently requires consolidation,
as has already happened in other
shipping segments. Only a small number
of shipowners manage a large fleet, with
most operating just two to three ships. As
a result of this situation, it is difficult to
increase the rate level. We will inevitably
see companies going bankrupt. Something
will have to be done soon.
Hansa Heavy Lift is backed by a strong
sponsor in the form of US investor
Oaktree Capital.
This is a huge advantage for us. Oaktree
has a strong capital base, and understands
the cyclical nature of our industry. There
are simply good and bad times. Given the
current rate level, our biggest challenge
over the next two years is probably to
simply survive.
Many shipowners have to keep extremely
tight reins on their cash flow.
This situation has already lasted longer
than anyone could have predicted. But
I am optimistic. The upturn is coming!
But the main question concerns when
things will pick up again. What do you
think?
I believe we will be in a better position
towards the end of the year than we are
now. Over the coming year, the situation
will start to ease somewhat. We are already
increasingly hearing from customers
that there are more requests for shipments
in the market.
What does this mean for you?
We currently have 20 ships on our books.
But in the medium term we envisage having
a fleet of 30 to 40 ships, which would
be a good size for us. We have very clear
plans for expansion.
What do these involve exactly?
We would like to increase our fleet by
approximately 15 new ships, and are currently
evaluating the options. As things
stand, we have still not ordered any newbuilds.
But I am hoping that we will be
ready to do so within six to eight months.
Another option is to buy second-hand
ships. In addition, we can also well imagine
an acquisition, or a merger with
another company.
So you are optimistic about the industry’s
longer-term development?
Absolutely. But ultimately, doing business
in our industry is like being on a
roller-coaster ride.
When it goes down, we can only see
the abyss. And when it is on the way up,
we are looking straight at the blue sky and
all the promises that the future holds. I
think we need to look at the situation in a
more balanced way. Then we will be even
better prepared for the future.
Mr Dyrbye, thank you for taking the
time to talk to us.
Antje Veregge
www.hansaheavylift.com
Background on Hansa Heavy Lift
Hansa Heavy Lift specialises in the transportation
of heavylift and project cargo. The
company owns and operates 20 specialised
heavylift ships, which each have a combined
crane capacity of up to 1,400 t.
The tramp shipping line specialises in
shipments in niche markets outside of
established routes. Hansa Heavy Lift is
backed by the US financial investor Oaktree
Capital Management, which is the 100%
owner of both the company and its ships.
Extensive network
Hansa Heavy Lift was founded around two
years ago, and employs approximately 100
staff on land and about 400 at sea.
As well as its headquarters in Hamburg
(Germany), the company also has offices in
Houston (USA) and Singapore. Hansa Heavy
Lift is also represented by a network of agencies
in Brazil, Spain, the United Kingdom,
China, South Korea, Japan, India and the
United Arab Emirates.

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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
43
Globalink
A good grip on heavylift operations
The Globalink Logistics Group, which is headquartered in Kazakhstan, is not only a successful logistics provider, but also has extensive
experience as a heavylift and project cargo operator. In this capacity it recently transported a fuel gas compressor from the UK to
Armenia, hauled aircraft engines from Uzbekistan to Singapore and delivered two ambulances from Germany to Kazakhstan.
The Globalink Logistics Group, which is
based in the Kazakh financial and economic
metropolis of Almaty, is regularly
asked to haul heavylift consignments for
major international corporations and
to transport oversized shipments for its
many customers.
Globalink’s project handling expertise,
complete coverage of the region and
track record thus meant that it was not
surprised when a leading oil and gas company
from the CIS approached it to transport
equipment for a fuel gas compressor.
The compressor and the lubrication skid
packages it needed arrived in the Black
Sea port of Poti (Georgia), coming from
the United Kingdom.
Grounded aircraft need fast service
Representatives from Globalink Georgia’s
project team were waiting at the
port. Having arranged for the cranes to
be positioned, unloading was swift. The
cargo was transferred to special 13-axle
low-bed trailers arranged by the team.
They then set off for Armenia, where
Globalink Armenia’s personnel was on
hand to handle customs clearance and
supervise unloading at the site. It was essential
that the compressors be delivered
on time and without any slightest delay.
Globalink delivered as promised.
Every cog in the machine has to move
like clockwork in the oil and gas industry,
as the slightest delay can adversely affect
operations. Naturally enough, this also
applies to other industries.
Globalink also has considerable experience
in the aerospace sector, having frequently
transported aircraft engines and
spare parts for civil and military organisations.
It is also regularly called upon
to provide aircraft-on-ground services
(AOG). Such airfreight consignments
are usually needed extremely urgently, as
they often contain spare parts for aircraft
that cannot fly without them.
This was the case when Globalink
Uzbekistan was contracted to transport
Pratt & Whitney aircraft engines from
Globalink transported Pratt & Whitney aircraft engines from Uzbekistan to Singapore and back.
Tashkent (Uzbekistan) to Singapore for
the repair of an Uzbek Airlines aircraft.
The firm’s road freight division started
the transportation leg by carefully packing
and loading the heavy engines onto
a truck for delivery to Navoiy airport
(Uzbekistan). Globalink’s experienced
air chartering team had arranged for a
Boeing B747-400 to be waiting at the
hub.
Equipped for large vehicle shipment
The shipment arrived at the airport ahead
of schedule. The unit was quickly loaded
on board and the aircraft took off for Singapore.
All in all it took less than a day
to pick, pack and dispatch the cargo. In
Singapore, the engines were soon ready
for action again after an overhaul. Globalink’s
efficiency had been effectively
demonstrated on the outbound journey,
so the company was again asked to
handle the engines on their way back to
Tashkent.
Globalink continues to enjoy the confidence
of its customers thanks to the
fact that delivers on its promises, which
include on-time urgent delivery, along
with top-notch service – the essential criteria
in project cargo activities. These and
other comparable qualities enable the
corporation to serve those who require
extraordinary solutions.
Globalink is equally well-equipped
for auto logistics and vehicle shipments.
It was recently asked to haul ambulances,
incubators and other equipment needed
for the maternity wards of various hospitals
in Kazakhstan. The vehicles were
urgently needed to replace old ambulances
– so delays of any sort were completely
out of the question. The transport
combined the collective efforts of
Globalink’s road, customs and airfreight
divisions.
Equipment delivered on time
Firstly, the cargo was carried from Germany
to Amsterdam on special trucks, where
it was reloaded onto an airfreighter bound
for Almaty. Upon arrival Globalink’s customs
processing team swiftly cleared the
shipment through customs and passed
the baton on to the road freight division,
which had arranged for trucks from Globalink’s
own fleet to be available. The
equipment was all delivered professionally
and on time by Globalink’s intermodal
team, despite prevailing adverse weather
conditions.
edited by ra
www.globalink-logistics.com
Photo: Globalink

www.ozean.ch

International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
45
A 65 t excavator being hauled on a new «EuroCompact» unit, made by Scheuerle and Nicolas.
Scheuerle and Nicolas
Ingenious low-loader
The French heavylift haulage specialist Schlichting Transport recently carried a
65 t excavator an a new type of low-bed trailer, manufactured by the two
special vehicle producers Scheuerle and Nicolas.
The French firm Schlichting Transport
has added a particularly flexible vehicle,
especially designed for the transportation
of construction machinery, to its fleet.
Schlichting has relied on equipment from
the TII Group (which includes the German
enterprise Scheuerle Fahrzeugfabrik
and the French company Nicolas Industrie)
for the past 20 years. The Scheuerle
and Nicolas unit, called the EuroCompact,
has already been used in numerous
Schlichting operations.
A recent case saw a 65 t excavator transported
through snowy and icy conditions.
The 13 m long, 3.8 m wide and 3.8 m high
Caterpillar excavator was hauled 400 km
from Gosselie (Belgium) to Gojndreville
(France). The development of the Euro-
Compact series by the two vehicle manufacturers
features the latest technological
highlights. The advantage for the operator
of the new low-bed trailer series is faster,
Photo: Scheuerle/Nicolas
uncomplicated and more cost-effective vehicle
utilisation. One of the decisive factors
underpinning Schlichting’s decision
in favour of investing in the EuroCompact
was the particularly good tare weight/
payload ratio of the new unit. The robust
but lightweight construction enables a distinct
increase in the payload. In addition,
the compact design gives a larger loading
area, whilst simultaneously maintaining
the unit’s overall length as well as its high
degree of manoeuvrability – with a 65°
steering angle on the front pendulum axle
dolly and 60° on the rear bogie.
Both the Champs-sur-Yonne-based
French firm Nicolas Industrie and the Pfedelbach-based
German entity Scheuerle
Fahrzeugfabrik, as well as the Ulm-based
German firm Kamag Transporttechnik,
are part of the heavylift group Transporter
Industry International (TII). ra
www.scheuerle.de; www.nicolas.fr
Agility transports material for an oil pipeline
Agility, an international freight forwarder
and logistics service provider, recently
completed the delivery of several
consignments of very heavy equipment
for the Caspian Pipeline Consortium.
CPC is the largest multi-stakeholder
organisation operating an investment
pipeline project in Russia. It is building
a 1,510 km pipeline from the Tengiz
field on the Caspian Sea (Kazakhstan)
to Novorossiysk (Russia). Agility Project
Logistics (APL), the firm’s heavylift arm,
was awarded a contract for the project
by the Flowserve Corporation, a leading
provider of services to the oil and gas industry.
APL safely transported the cargo,
including high-efficiency pumping and
sealing equipment, from Etten Leur
(Netherlands) as far as Atyrau (Kazakhstan).
It arrived safely and in perfect condition
a week ahead of schedule.
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
47
Royal Cargo Combined Logistics Inc
A milestone in the Philippines
Royal Cargo, a forwarding and logistics
company based in Manila (Philippines),
recently said that it carried out the biggest,
longest and most voluminous
heavylift transport ever to have taken
place on the islands. The major contract,
which encompasses the transport of parts
for an oil refinery, will be completed by
the end of the year.
Royal Cargo’s project logistics and
heavylift department reported that the
firm set a new heavylift record during
the first quarter of the year, by transporting
a 656 t hydro-treating combined
feed heater, as well as a 72 m primary
absorber/stripper, to a very large petrochemical
refinery operated by the firm
Petron.
The petrochemical industry has been
usingprimaryabsorberstoseparatearange
of materials for many years. According
to Royal Cargo, the overall weight of the
heavylift shipment to the Petron refinery,
located in Limay (Bataan, Philippines)
was almost three times that of the USA’s
famous landmark – the Statue of Liberty
in New York.
The components destined for Petron’s oil refinery in the Philippines were massive.
400,000 cbm of material
A Filipino logistics company mandated
Royal Cargo to carry out the demanding
project cargo transport job, in collaboration
with the firm Daelim Industrial,
a South Korean corporation that is
active in the engineering and construction
industry sectors, as well as in the
field of petrochemicals.
The Petron Corporation is the largest
oil refinery enterprise in the Philippines
and the company is responsible
for producing more than one third of
the country’s oil output.
Royal Cargo’s heavylift and project
cargo department has its own fleet of
heavylift vehicles, including a Goldhofer
PST/SL self-propelled transporter.
This was one of the reasons why the
Daelim Corporation awarded the major
transport contract to Royal Cargo. The
agreement covers the transport of approximately
400,000 cbm of material,
including 109 heavylift and oversized
parts weighing a total of 18,450 t, to
Petron’s giant RMP 2 refinery in Limay.
One of the strongest players
Lawrence Eriel Esteban, one of Royal
Cargo’s technical engineers, explained
that «the fact that we successfully carried
out this very demanding project
shipment is due to Royal Cargo’s ability
to invest in people, as well as in
new equipment. This, in turn, helped
our projects and heavylift department
to become the strongest player in the
Philippines.»
edited by ra
www.royalcargo.com
Photo: Royal Cargo

48 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
The Salammbô Group’s project cargo activities
Heavy loads at home and abroad
The Salammbô Group from Tunis was founded in 1999 by general manager Mohamed Hechmi Briki, who still manages the company today.
The group is divided into four business units – Salammbô Shipping, Salammbô Logistics, Salammbô Air Freight and Cargo Services
and Salammbô International Services. Salammbô Projects is an independent business unit with a team of project cargo experts.
Three spectacular shipments handled by the Salammbô Group in the first few months of this year.
Photos: Salammbô
Tunisia’s Salammbô Group, which is also
represented in Tunisia’s two neighbouring
countries via its subsidiaries, Salammbô
Libya and Salammbô Shipping Algeria,
carries out activities as a shipping agency
and logistics service provider offering international
transport services. The firm
also operates in the heavylift sector as
Salammbô Projects. This division operates
as an independent business unit in
the Salammbô Group, and consists of a
team of project cargo experts.
The unit provides the oil and gas industry,
as well as engineering, procurement
and construction companies (often
abbreviated as EPCs), with project
forwarding services, serving buyers and
suppliers of large industrial goods (heavy
and oversized equipment and modules).
The key to success
Salammbô Projects offers customised
handling and specialised air, road, and
sea transport for all types of goods that
require a high level of expertise, as well
as the use of specialist equipment (lifting
gear, skid systems and the like).
Lotfi Kefi, the corporation’s business
development and projects manager, told
the ITJ that «we believe in three things:
consultancy, challenge and difference.
This means that we provide carefullyconsidered
consultancy services, respond
successfully to challenges and make the
difference which customers have come to
expect from us.»
Kefi added that «the key is to provide
a first-class service which ensures that
project cargo is handled exactly in the
way that the customer wants – in every
respect. We therefore attach a great deal
of importance to adhering to an agreed
timeframe and budget.»
Recent shipments
During the first few months of this year
the company has managed to successfully
carry out a number of heavylift shipments.
The Sarost Group, which operates in the
offshore oil and gas industry, asked Salammbô
to transport a consignment with
an overall volume of 2,800
cbm and weighing 1,400 t
from a Technip plant in
Malaysia to the Zarzis
free zone. It consisted of
a cable reel weighing 285 t
and a calm buoy weighing
another 214 t (see photo
on the left).
Three shipments were
carried out for Clipper
Projects. They involved
the shipment of 20 trans-
Mohamed Briki,
president and
chief executive officer.
formers as well as accessories for several
power stations. In this case, the weight
per unit was between 40 and 160 t (see
photo in the centre). Cement-making
equipment weighing about 360 t and encompassing
around 2,500 cbm was also
shipped by Salammbô Projects from the
Weatherford Sfax platform to Hodeidah
(see photo on the right).
A fourth shipment was carried out for a
multinational corporation. This involved
320 elements of a 120 MW wind turbine
project for Tangier. There are ever more
wind farms in this region, as Morocco
has excellent conditions for producing renewable
energy, thanks to the country’s
many hours of sunshine and favourable
prevailing winds.
it
www.salammbogroup.net
Lotfi Kefi,
business development
and projects manager.

Your Business Onboard
You’ll be surprised what we can carry
Deepsea transportation since 1927
www.hoeghautoliners.com
Head Office: Höegh Autoliners AS, P.OBox 4Skøyen, NO-0212 Oslo, Norway, Telephone: +47 21 03 90 00
For local offices, please refer to our website.
VISIT DUNKERQUE-PORT
ON STAND 330 H4
The Place for
BreakBulk cargo
/dunkerqueport
/DunkerquePort

50 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
BigMove offers its clients a modular system
Heavylift by land ...
Networks are the order of the day for many the transport and logistics companies. In
2003 eleven medium-sized German and Austrian firms set up BigMove as a collaborative
effort. Combining tractors and trailers allows them to generate extra economies of scale.
The heavylift transport alliance BigMove
set out to do business with 200 tractors
and 430 special trailers in 2003. The demands
of the market have shown that a
modular system of trailers enables the
firms to offers operational optimisation.
With high demand for the service the
system accounts for almost 50% of the
network’s entire fleet in the meantime.
This explains how some of the Big-
Move fleet’s trailers, such as the Chamäleon,
the Traumschiff, the Samson and
the Popeye were created in collaboration
with truck manufacturers such as Scheuerle
and Meusburger. One the one hand
the combination of tractors and trailers
takes the highly-demanding technical
requirements for the transportation of
special goods into account, and on the
other hand they are simultaneously also
adapted to the frequently rather complicated
permissions process in the sensitive
heavylift sector. The Chamäleon, for
example, which can transport up to 80 t
consignments, is permanently authorised
to return empty without an additional escort
vehicle, because the unloaded weight
of the tractor and trailer together does
not exceed 41.8 t and the tractor-trailer
combination additionally adheres to the
minimum legal cornering requirements.
The availability of the vehicles in
a number of regions, where they are
stationed at eleven locations, creates a
higher degree of efficiency. In this system
BigMove’s members combine units
Photo: BigMove
A heavylift transport in tricky terrain.
from any location, enabling fast reactions
with tailor-made solutions. One day they
might be shifting construction machinery
for a customer, whilst the next will see
them handling a 32 m consignment just
as easily in the modular system. BigMove
can thus serve a major building site as efficiently
and easily as smaller clients. cd
www.bigmove.net

International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
51
Palfinger Dreggen and Palfinger Wind sailing the heavy offshore seas
... as well as by sea
The offshore market is expanding on both
sides of the Atlantic. Palfinger’s takeover
of the Norwegian crane manufacturer
Dreggen has strengthened the former’s
position in the market and in the industry.
Photo: Palfinger Wind
The Salzburg-based Austrian crane manufacturer
Palfinger only entered the offshore
business in 2010, but its takeover of
the Norwegian Bergen Group Dreggen, a
producer of marine and offshore cranes
and lifting equipment, for EUR 12 million
in November 2012 showed the importance
it attaches to this growing segment.
The new company, now called Palfinger
Dreggen, signed a contract with Technip, a
French project management, engineering
and construction company for the energy
industry, in spring 2013. It covers the supply
of two complex offshore cranes for a
new platform being delivered to the Danish
energy corporation Dong Energy, for
deployment in Denmark’s Hejre oil field.
Palfinger Dreggen has also won a contract
to supply 28 offshore cranes to the
Jurong Shipyard, a subsidiary of Sembcorp
Marine, as part of a contract with
Sete Brasil for seven drillships. Delivery is
scheduled for 2014 to 2017. The Espadon
drillships, equipped with two DKF2000
pedestal-knuckle boom cranes that can lift
85 t as well as two DKW2000 pedestalwireluffing
cranes, will be deployed in oil
and gas prospecting activities in offshore
oil fields in the Santos basin. Drilling is
scheduled to take place at depths of between
3,000 m and 12,000 m.
Palfinger Dreggen has a strong focus on
the Brazilian oil and gas industry, where
its partnership with the Brazilian crane
maker Koch Metalúrgica, from Cachoeirinha
in the state of Rio Grande do Sul, is
very valuable. It enables the corporation
to comply with Brazilian regulations concerning
the involvement of local firms in
the industry.
Palfinger Wind, in contrast, another
member of the group, has supplied the
Baltic 2 wind farm in the Baltic Sea with
80 cranes. Palfinger was able to win the
contract thanks to a convincing turn-key
project, which includes installation and
certification.
cd
www.palfinger.com
Cranes are required to erect wind farm elements
in the Baltic Sea.
Soli-Trans
We take care of your project, tailor-made solution
By Sea, by Air, by river barge or by special Truck
Soli-Trans Speditions GmbH
Konsul-Smidt-Str. 8c
D-28217 Bremen, Germany
Phone +49 (0) 421 - 165 85 -0
Fax +49 (0) 421 - 165 85 -30
e-mail solitrans@solitrans.de
www.solitrans.de
Regular conventional liner service
to and from West Africa
Three 28.000 dwat MPP Tween Deckers
Lifting capacity up to 150t
Breakbulk-, Bulk-, Project cargoes and Heavy Lift
Tailormade, individual transport solutions
www.bocs.de

International Transport Journal 19-20 2013
Ruslan serving the global oil industry
Eccentric
Russians
Heavylift / Breakbulk Special
53
The know-how accumulated over the years by Ruslan International, the
company which manages and markets the combined Antonov AN-124
fleets of its shareholders Antonov Airlines and Volga-Dnepr Airlines, was
recently in particularly high demand.
It arranged for the successful movement of a 101 t oil platform component
from Bergen (Norway) to Busan (South Korea) on an AN-124
flight. The load, comprising a so-called separator, as well as two support
frames and other loading equipment, weighed a total of 114 t – very
close to the giant aircraft’s capacity for the route. The large dimensions
of the piece (11.6 x 3.9 x 6.04 m) exceeded the aircraft’s main cabin
height of 4.4 m, so Ruslan’s load planners designed support cradles that
enabled the load to be supported even after it had been rotated by 90°.
The load’s resultant offset (or eccentric) centre of gravity in the cargo
cabin then required special approval from the aircraft’s designers, the
Antonov Design Bureau. 5 t of additional equipment required to unload
the equipment at its destination, thus had to be carried on a separate
www.zenit-spedition.at
A single huge consignment (above) and three winches (below) were
handled by Ruslan recently for clients in the oil …
flight. The AN-124 aircraft flew the main cargo from
Bergen to Busan via Helsinki, Novosibirsk (Russia) and
Tianjin (China).
An Antonov AN-124 was again needed for a similarly
challenging task – the movement of three giant winches
for an offshore oil and gas
project in the Caspian.
The winches weighed a
total of 92 t. The largest
two each weighed no less
than 34 t, were 5.5 m long
and 3.6 m high. They were
loaded aboard an AN-124
in Singapore using large
mobile cranes and the
aircraft’s purpose-built
loading ramp. They were
then flown 7,000 km to
Turkmenbashi (Turkmenistan),
via Kolkata (India)
and Mary (Turkmenistan).
ah
www.ruslanint.com … and gas industry.
Photos: Ruslan
YOUR LOGISTICS PARTNER IN
SUDAN AND SOUTH SUDAN
» Shipping Agencies & Stevedoring
» International Freight Forwarding
» Customs Clearance
» General & oversized Trucking
» Projects forwarding & Management
There‘s no ‚No Can Do‘ with ZENIT ... we are the SpecialEast!
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A - 5101 Bergheim .Tel. +43/662/45 40 41 . office@zenit-spedition.at
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Tel. +249912311780 • Fax +249311839353
Email info@darkasudan.com
www.darkasudan.com

Truly a Project Forwarder, we work
with our clients from feasibility to
execution, no matter where the
cargo originates or destined, specializing
in North America, Europe,
The Middle and Far East.
BIG ENOUGH TO HANDLE – SMALL ENOUGH TO CARE
Your Worldwide Project
Coordination Centers
Please visit us at the Breakbulk
Antwerp: Booth No. 312 – Hall 1
USA: KOG TRANSPORT, INC.
299 Broadway, Suite 1815
New York, NY 10007
Contact: Juergen Osmers
Telephone: +1 212 346 9800
Telefax: +1 212 748 6133
Email: josmers@kogusa.com
SWITZERLAND: KOG TRANSPORT, AG
Zugerstrasse 1,
CH-6330 Cham, Switzerland
Contact: Rolf Gubler
Telephone: +41 (0) 41 781 1510
Telefax: +41 (0) 41 781 1530
Email: rgubler@kogzug.ch
JAPAN: KOG JAPAN KK
WBG Marive West 23rd Floor
2-6 Nakase, Mihama-ku, Chiba-shi
Chiba 261-7123, Japan
Contact: Masahiro Kosaka
Telephone: +81 43 297 3155
Telefax: +81 43 297 3166
Email: mkosaka@kog-japan.co.jp
OWN OFFICES IN: USA, CANADA, SWITZERLAND, ITALY, GERMANY, HOLLAND, U.K., UKRAINE, ABU DHABI, INDIA, THAILAND, INDONESIA, CHINA AND JAPAN
BIRS TERMINAL. Your partner within the Swiss Rhine
Ports for heavy lift up to 190 tons.
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•crane capacity upto 190 tons
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BIRS TERMINAL
P. O. Box Phone +41 (0)61 377 80 00
4127 Birsfelden Fax +41 (0)61 377 80 10
Switzerland
www.birsterminal.ch

International Transport Journal 19-20 2013
Heavylift / Breakbulk Special
55
Altius deploys SAL vessel
South Korean fractionator delivered to Turkey
The Spanish logistics service provider
Altius was recently in charge of managing
a particularly large project again.
It is in the nature of the matter that oil
and gas exploration and production projects
entail operations on a massive scale.
A task that was recently presented to the
Spanish heavylift specialist Altius by the
Turkish company Tüpras, which manages
four refineries and which styles itself as
«the largest industrial operator» in the
country at the Bosphorus, was thus no
exception, being of the same voluminous
size as other undertakings Altius has carried
out for the industry in the past.
«We had to be very careful when loading
a fractionator – 64.6 m long, with a
diameter 10.6 m and weighing no less
than 585 t – on to a ship in the South Korean
port of Ulsan,» was how Altius sales
manager Enrique Rodriguez described
the commencement of the herculean
task, which was carried out in collaboration
with the Spanish plant manufacturer
Técnicas Reunidas. A fractionator
is a petrochemical industry facility that
is used to separate materials. The unit in
question will be stationed at Derinçe in
the Gulf of Izmit.
The vessel fixed for the transportation
task was the Lone, managed by the maritime
heavylift specialist operator SAL
Schiffahrtskontor Altes Land. The loading
operations for the fractionator were
performed by the ship’s own cranes and
their impressive 1,000 t lifting capacity.
To load the oversized and heavy consignments Altius made use of cranes, which can lift 1000 t each,
located on board the «Lone», operated by SAL Schiffahrtskontor Altes Land.
In-depth industry knowledge
Altius recently carried out a similar task,
in which it was less the distance covered
but rather the weather that presented the
challenge. Altius transported 16 huge
refinery parts from Tarragona to Le
Havre, with the 30,000 t units being carried
on board a Condock Shipping ro-ro
vessel(see ITJ 09-10/2013, Heavylift Special,
page 17). In the meantime Altius has
reported that the adverse weather conditions
were successfully overcome and the
load delivered to its French destination.
It was unloaded by two Combi Lift lo-lo
ships.
ah
www.altius.es; www.combi-lift.eu
www.condock.de; www.sal-heavylift.com
Photos: Altius
The «Palembang» was one of three vessels that recently carried refinery modules from Tarragona to
Le Havre under the aegis of Altius.

56 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
A tunnel-drilling machine for the city by the bay
San Francisco welcomes
the «Mom Chung»
San Francisco is famous for its historic cable cars, which have been a part of the city scape
since the end of the 19th century. The recent arrival of a tunnel-drilling machine means
that construction of a new section of the city’s less well-known subway can now begin.
With a new and modern subway line the
northern California city of the future
will be better able to handle the increasing
passenger volume in its inner-city
areas between Chinatown and the South
of Market quarter.
An old custom
The San Francisco Municipal Transportation
Agency (SFMTA) took up an
old tradition practiced in the tunnelbuilding
industry, and initiated a poll
in March inviting inhabitants to vote
on names for the two drilling machines.
The practice is said to bring good luck
to the project.
The popular vote for the naming of
the first machine to be used for the extension
of the northern line was won
by the name Mom Chung, in honour of
Dr Margaret Chung (1889–1959), the
first American-born Chinese female
doctor to work in the USA. Her practice
was located in the well-known San Franciscan
neighbourhood of Chinatown.
The second tunnel-drilling machine was
christened Big Alma, and was named after
Alma de Bretteville Spreckels (1881–
1968), a philanthropist and well-known
personality in San Francisco’s social circles.
The Big Alma will be delivered soon
and used to bore the tunnel south.
International cooperation
The subway project includes companies
from all over the world. The manufacturer
of the tunnel-drilling machines is
the US company Robbins. Contex Shipping,
a transportation specialist from
Hamburg, is responsible for shipping
the drilling machine. The sea voyage
from the Chinese city of Guangzhou,
where they were manufactured, to the
terminal at pier 80 in the port of San
Francisco was carried out on the multipurpose
breakbulk freighter Aggersborg.
It is operated by the Danish company
Nordana, which specialises in handling
Photo: Port of San Francisco/Jay Ach
The «Mom Chung» will be assembled in a tunnel
12 m under the ground.
conventional breakbulk as well as project
cargo.
The Mom Chung’s dimensions are
impressive. The diameter of the cutterhead
is 6.3 m and its trailing gear is
approximately 90 m long. Local firms
transported the Mom Chung from pier
80 to the construction site 5 km away.
Once there, the Mom Chung will be assembled
inside a 150 m tunnel, 12 m
underground. Drilling is slated to start
in mid-June, with each tunnel estimated
to take approximately ten months work.
The diameter of the Mom Chung’s cutter head is 6.3 m and its trailing gear is 90 m long.
Photo: Port of San Francisco/ Jay Ach
A massive project
The construction of the new Central
Subway line is a part of the SFMTA’s
Third Street light railway transit project.
The first phase of the 11 km project was
completed with the commissioning of the
Third Street light railway in 2007.
The project is the first of its kind in
the region in and around San Francisco in
the past 50 years. The new subway marks
the completion of the second phase of
the plan for local public transportation
which will also extend into the city’s
financial district. The new subway will
convey an estimated 65,000 passengers
per day by the year 2030.
av
www.sfport.com

FOS SUR MER, EASY REACH TO
MAJOR EUROPEAN INDUSTRIAL AREAS
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Breakbulk
Europe
Antwerp
Come and visit
us on the
booth 424H1
SOSERSID › Site de FOS Batiment DB21 › Quai acier SOLLAC › BP 20134 › 13773 Fos-sur-Mer Cedex › France › TEL. +334 42 47 22 54 › FAX +334 42 47 17 05 › contact@sosersid.com › www.sosersid.com
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11195

MORGAN
INTERNATIONAL TRANSPORT & MARINE
INTERNATIONAL TRANSPORT & MARINE
International Forwarders and Transporters,
department for customs clearance
LOW LOADERS UP
TO 400 TONS PAYLOAD
29 Alexander The Great Street,
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TEL.: (203) 4875032 - 4846417
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Offices and representations in Hamburg, Bremen, Waiblingen/Stuttgart, Mörfelden-Walldorf/Frankfurt-Main, Düsseldorf, Prag,
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
59
New ships for Nordana
Faster, greener –
and more efficient
Nordana, a member of the Dannebrog
Group, is planning to refurbish its entire
fleet sailing between the Mediterranean
and the Americas. The Danish shipping
company is thus aiming to attain more
eco-friendly and cost-saving operations.
Emission reduction is becoming an ever
more important issue for the maritime
industry, not least on account of new
directives from the EU Commission for
sulphur emissions, which are due to enter
into effect in 2015. This endeavour
has encountered major criticism from
many shipowners. They are concerned
that the technical changes connected
with the new directives could place too
great a strain on their industry, especially
under the difficult current market
conditions.
Focusing on the environment
While the maritime industry is debating
the pros and cons of the issue Nordana,
which runs both scheduled liner services
as well as project cargo activities, has announced
that it aims to complete a fleet
renewal programme in one of its key trade
lanes by the end of 2014. From this time
onwards, Nordana plans to operate its
services on routes between the Mediterranean
Sea and North, Central and South
America with three new state-of-the-art
and eco-friendly ro-ro ships.
A new multipurpose ro-ro ship that the
Danish company recently ordered from
the Italian shipyard in Visentini is set to
kick the project off.
Photo: Nordana
The «Skanderborg» is one of the vessels
Nordana plans to replace by 2014.
Capacity enlargement
According to a statement by Nordana the
design of the ship’s hull, as well as the
machinery on board, will all comply with
the latest standards with respect to fuel
consumption. Nordana also aims to significantly
reduce the emission of sulphur,
nitrogen oxide and carbon dioxide with
its new ships.
Additional factors that will aid in protecting
the environment, such as the high
standards of the on-board anti-corrosion
systems or for ballast water treatment,
were other key aspects that were taken into
account during the design of the ships.
They were drawn up in cooperation between
the Visentini shipyard, Naos Ship
& Boat Design (both Italian companies),
and Nordana.
The recently-commissioned ship will
boost Nordana’s capacity in traffic between
the Mediterranean Sea and the
Americas by 35%. The freighter will have
a cruising speed of 20 knots, which will
enable it to serve all of the major ports in
these regions faster in the future. Thanks
to its enhanced efficiency, Nordana can
simultaneously trim its fuel costs. The
ship will be nearly 180 m long, and approximately
26 m wide. Its carrying capacity
will be around 11,060 t. Delivery
is scheduled for May 2014.
av
www.nordana.com

60 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
Spedition Kübler
In all kinds
of weather
Spedition Kübler, a freight forwarder headquartered in
Schwäbisch Hall (Germany), recently handled the transport
of two 180 t parts for a pressing plant. The equipment
was destined for an automobile factory in southern Germany.
Kübler received an enquiry from a customer who needed to deliver
a disassembled pressing plant for a large automobile factory
to Sindelfingen (Germany). The weight represented the heaviest
individual weight that Kübler had ever handled to date. First the
transportation options for the two components weighing 180 t
were researched and calculated. Because of the location in the
district of Karlsruhe, a detour over a waterway would have been
very expensive. In particular, the roads to and from the ports
would have involved extensive bridge studies. Kübler favoured
transporting the load by road, and was awarded the contract
based on its convincing concept.
Kübler worked on the project for eleven months, together with
the authorities and a private structural engineer, in order to identify
a navigable route for which the necessary permission could be
obtained. The company conducted structural analyses of many
bridges. Some structures were rejected, due to insufficient carrying
capacities. Little by little, a route emerged from the research,
which was then further verified. Many stopping restrictions had
to be established. Even entire traffic lights were in the way of the
transport and had to be removed shortly beforehand.
Driving the wrong way on the motorway
An escort for marking traffic islands and motorway edges was
to accompany the transport throughout the entire trip. The slip
road to the A8 motorway at Pforzheim was a critical point on
the route. Because the transport could not use the usual slip
road, due to its overall length, it had to be manoeuvred onto
the motorway via an exit rather than an entry slip road. These
measures were planned in cooperation with the regional council
of Karlsruhe, the police and the motorway administration. As
a result, a complete closure of the motorway could be avoided,
thus benefiting the traffic flow. The motorway administration
blocked only the slip road and the right lane. This was sufficient
for the heavy transport to be reversed into its position. With
a patrol car ensuring only a minor slowing down of following
traffic the transport was able to enter its lane on the motorway
safely and without causing any great obstacle for others.
The transport was simplified by a so-called power booster.
The trailers, which were pulled and pushed by two tractors, also
had their own drive, up to a speed limit of 14 km/h. There were
some bridges along the route that would not have been able to
absorb the weight of 322 t without damage. Here, however, both
tractors were quickly and easily uncoupled, thus «saving» about
70 t. The load on the bridges was then «only» 252 t, the weight
of the trailers alone, driven by the power booster.

International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
61
Kübler transported a 180 t component of a pressing plant of
a car factory .
The booster was also very helpful during loading. The
press parts were first lifted onto an 8-axle self-propelled
modular trailer, to move them out of the factory hall,
and then placed on a platform. Next, the Kübler employees
attached twelve axles, and in no time the required
20-axle transporter was ready for the load.
On the first scheduled transport date, the weather put
an end to the experts’ carefully laid plans. Everything had
been planned, down to the smallest detail, and even a
separate snow-clearing and road-gritting vehicle accompanied
the convoy. Just an hour after departure there was
a sudden and unforeseen blizzard in the higher altitudes
of the Kraichgau region. Within 10 minutes everything
was covered in 5 cm of snow, and the convoy had no
Photo: Kübler
alternative but to stop right where it was, slap bang in the middle of
the motorway. Every metre covered in these conditions represented an
incalculable risk. Even the snowplough was not able to master the heavy
snowfall, which meant there was only one thing to do – wait it out.
When the road was clear again – after a two hour wait – it still required
great care, and of course the task’s schedule was in chaos. The route ahead
was closed now – on account of stranded vehicles blocking the roadway.
As a result, the convoy had to stop for the night, and hope that the next
night would bring better weather. During the night, the entire operation
had to be replanned. The dates on the restriction signs had to be changed
and the motorway closures moved to the next night. The shipment was
finally moved successfully the following evening. A week later the second
shipment set off, and it encountered far better conditions. The destination
was reached in a much shorter time – just six hours. The delivery to
the customer was made on time and damage-free, so that the assembly
of the pressing plant could start immediately.
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www.lplogistics.com

62 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
A global carrier with a heavylift and project cargo bent
Rediscovering the Persian Gulf
Heavylift success is frequently measured by how spectacular an individual transport project is. Chipolbrok has chosen a different
approach, by combining the charter options offered by its fleet, which has been designed with an eye on heavylift and project cargo
operations, with scheduled services. The joint venture registered some success in 2012 with renewed links to Middle Eastern ports.
China is the talk of the town as the economic
powerhouse par excellence today.
The same cannot be said of the world’s
perception on 15 June 1951, when the
fledgling People’s Republic of China (established
in 1949) entered into its very
first joint venture and founded Chipolbrok
together with Poland. To this day
the shipping line, whose full name is
Chinese-Polish Joint Stock Shipping
Company, retains two bases – one in
Shanghai and one in Gdynia.
The enterprise’s core focus of linking
the continents of Asia and Europe has
been substantially expanded over its 60
years of business. In contrast to many
competitors, whose ships only sail on
demand, Chipolbrok has been able to
establish regular services as a shipping
line offering heavylift and project cargo
transportation.
Global aspirations
In the meantime Chipolbrok has extended
its regular services from Europe to Asia
as far as the USA. The main ports that it
serves in Europe are Antwerp, Hamburg,
Bilbao and Venice. In the Far East the
line calls mainly at Shanghai, Dalian,
Tianjin-Xingang, Busan, Singapore and
Huangpu, in the USA at Houston and
New Orleans, in India at Mumbai and
in the Middle East at Jeddah, Jebel Ali,
Dammam, Jubail, Umm Qasr and Abu
Dhabi. Local partners and agents complete
the corporation’s network, which
offers regular services and ensures that
customers get the information and options
they require.
(Re-)newed connections
Chipolbrok resumed liner services from
Europe to the Middle East in 2012. The
step was successful, as the line was able to
handle 140,000 t of freight to and from
the region in the first year. In comparison
with 2011 that represented an increase of
70%, which was enough for the managers
in charge to establish a regular monthly
service to Persian Gulf ports.
Chipolbrok’s traffic to and from the
USA is already well-established. Chipolbrok
America was entered in the shipping
registry on 24 October 2004, and in 2005
Chipolbrok started its first regular service
from Chinese and Far Eastern ports to
Chipolbrok has offered global services for the maritime heavylift and project cargo segment from its two headquarters
for many years now. Its reactivated calls in the Middle East were a success in 2012.
US hubs on the Gulf of Mexico. A westbound
service from Houston through the
Panama Canal to Korea, China, Singapore
and Malaysia followed in 2007.
Equipment creates opportunities
Chipolbrok has a fleet of 17 triple-deckers
equipped with heavylift cranes, whose total
capacitycomes to 460,000 dwt. In 2011
the enterprise completed its newbuilding
programme with the commissioning of
six 30,000 dwt Orkan-type units. Two
320 t cranes that can lift 640 t when deployed
in tandem are part of these vessels’
equipment. Chipolbrok also owns four
older sisterships, built in the years 2003 to
2004, as well as seven Rijeka-type units,
which have two 150 t cranes on board
that can lift a total of 300 t when used
together. Besides handling project cargo,
plant materials, heavy consignments, and
over-sized and floating units the line also
manages the transportation of all kinds of
general cargo.
Heavylift on board
Naturally Chipolbrok simultaneously
handles all the types of goods in the
classical repertoire of cargo
carried by a heavylift
shipping line, including
iron and steel, machine
and machine parts, oil and
rig equipment, cranes, dismantled
factories, powerplant
reactors, wind power
station components,
yachts and turbines.
The heaviest consignment
ever shipped on a
Chipolbrok vessel was a
barge weighing more than
940 t, whilst the heaviest
piece Chipolbrok has ever
loaded with cranes on its
own vessels was a 575 t
Photo: Chipolbrok
converter, shipped from
Mumbai to Shanghai.
Christian Doepgen
www.chipolbrok.com

Masthead
Heavylift / Breakbulk Special – ITJ
A publication of
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Editors:
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(ah) andreas.haug@transportjournal.com
(av) antje.veregge@transportjournal.com
(it) jutta.iten@transportjournal.com
Plus a worldwide network of contributors:
Johannes Angerer (Feldkirch)
Eckhard-Herbert Arndt (Hamburg)
Rüdiger Arndt (Ferrol)
Dr André Ballin (Moscow)
Sebastian Becker (Warsaw)
Claudia Benetti (Effretikon)
Eckhard Boecker (Kisdorf)
Martin Brückner (Frankfurt am Main)
Anthony Coia (Washington)
Lutz Ehrhardt (Hamburg)
Gordon Feller (San Rafael)
Joseph Richard Fonseca (Mumbai)
Anitra Green (Muttenz)
Harald Jung (Milan)
Beat Keiser (Lugnorre)
Ralf Klingsieck (Paris)
Dr. Robert Kluge (Leipzig)
Dr Christine Kulke-Fiedler (Berlin)
Iris Martin (Hamburg)
Manik Mehta (New York)
Josef Müller (Vienna)
Barbara Odrich (Yokohama)
Katja Ridderbusch (Atlanta)
Dirk Ruppik (Surat Thani)
Holger Schlote (Istanbul)
Armin F. Schwolgin (Weil am Rhein)
Angelo Scorza (Genoa)
Wilf Seifert (Zurich)
Heiner Siegmund (Hamburg)
Frank Stier (Sofia)
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Advertisers’ Index
Advance International Transport Inc. . . . . . . . 9
Alfons Köster & Co. GmbH . . . . . . . . . . . . . . 58
Altius Proyectos . . . . . . . . . . . . . . . . . . . . . . 13
BATI GROUP Bati Shipping & Trading S.A. . . 25
BBC Chartering & Logistic GmbH & Co. KG . 68
BEST Logistics Sp. z.o.o. . . . . . . . . . . . . . . . . . 3
BigLift Shipping B.V. . . . . . . . . . . . . . . . . . . . .11
Birs Terminal AG . . . . . . . . . . . . . . . . . . . . . . 54
Blue Water Shipping A/S . . . . . . . . . . . . . . . 20
BOCS Bremen Overseas Chartering and
Shipping GmbH . . . . . . . . . . . . . . . . . . . . . . .51
Breadbox Shipping Lines B.V. . . . . . . . . . . . . 33
Broekman Group . . . . . . . . . . . . . . . . . . . . . 26
O. Brunoni S.A. Agence Maritime . . . . . . . . . 14
CERL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Chipolbrok Chinese-Polish Joint Stock
Shipping Company . . . . . . . . . . . . . . . . . . . . . 6
K/S Combi Lift . . . . . . . . . . . . . . . . . . . . . . . 71
D›ALESSANDRO Espace Méditerranée . . . . . 40
Dako Worldwide Transport GmbH . . . . . . . . 28
Darka for Trading & Services Co Ltd. . . . . . . 53
Dunkerque Port . . . . . . . . . . . . . . . . . . . . . . 49
Egytrans - Egyptian Transport
Commercial Service Co. Ltd. . . . . . . . . . . . . . 12
EMS Chartering GmbH & Co. KG . . . . . . . . . 66
Express Global Logistics Pvt. Ltd. . . . . . . . . . 42
Faymonville Distribution AG . . . . . . . . . . . . . 18
Flamar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
France Cargo International
Company SA (FCI) . . . . . . . . . . . . . . . . . . . . . 45
Friderici Spécial SA . . . . . . . . . . . . . . . . . . . . 34
Geodis Projets SAS . . . . . . . . . . . . . . . . . . . . 39
Global Star Logistics Co. LTD . . . . . . . . . . . . 66
Goldhofer Aktiengesellschaft . . . . . . . . . . . . 42
Gosselin Group N.V. . . . . . . . . . . . . . . . . . . . 22
Global Project Logistics Network (GPLN) . . . 16
Hansa Heavy Lift GmbH . . . . . . . . . . . . . . . . 72
Universal Africa Lines c/o HMT International
Shipping & Forwarding B.V. . . . . . . . . . . . . . . 30
Höegh Autoliners AS . . . . . . . . . . . . . . . . . . 49
Holleman Bulgaria O.O.D. . . . . . . . . . . . . . . 27
Imperial BARIS GmbH . . . . . . . . . . . . . . . . . . 64
IPSEN AIR LOGISTICS GMBH . . . . . . . . . . . . 34
JH Logistik GmbH . . . . . . . . . . . . . . . . . . . . . 61
Kita Logistics . . . . . . . . . . . . . . . . . . . . . . . . 52
KOG Transport AG . . . . . . . . . . . . . . . . . . . . 54
Lasry Maroc S.A. . . . . . . . . . . . . . . . . . . . . . 63
LPL Projects + Logistics GmbH . . . . . . . . . . . 61
LS International Cargo GmbH . . . . . . . . . . . . 66
M+R Spedag Group AG . . . . . . . . . . . . . . . . 70
Morgan International Transport & Marine . . . 58
NMT Belgium BVBA . . . . . . . . . . . . . . . . . . . 57
A.C. Ørssleff›s Eftf. A/S . . . . . . . . . . . . . . . . 46
Ozean Brokerage & Shipping AG . . . . . . . . . . 44
Port Autonome de Strasbourg . . . . . . . . . . . 19
Grand port maritime de Nantes St Nazaire . . . 5
Project Cargo + Yacht Transport . . . . . . . .36-37
Project Partners . . . . . . . . . . . . . . . . . . . . . . 58
Puerto Autonomo de Bilbao . . . . . . . . . . . . . 50
rhb stevedoring & warehousing . . . . . . . . . . . 4
Rickmers-Linie GmbH & Cie. KG . . . . . . . . . . . 2
Royal Cargo Combined Logistics Inc. . . . . . . . 7
SAL Heavy Lift GmbH . . . . . . . . . . . . . . . . . . 46
Samskip GmbH Breakbulk & Project
Division . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Soli-Trans Speditions GmbH . . . . . . . . . . . . . .51
Sosersid . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Sparber Group . . . . . . . . . . . . . . . . . . . . . . . 29
T-Link Management AG . . . . . . . . . . . . . . . . 64
Wallmann & Co. (GmbH & Co. KG) . . . . . . . . 64
White Brothers Limited . . . . . . . . . . . . . . . . . 67
Zeeland Seaports NV . . . . . . . . . . . . . . . . . . 32
Zenit Spedition GmbH & Co KG . . . . . . . . . . 53

The specialist inheavy lift and
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General cargo, heavy lifts, iron and steel
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Stuffing/stripping of
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Main equipment
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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
65
Damco transports heat exchangers
When the heat is on
The global 3PL service provider Damco
has reported how it made use of the
world’s largest serially-produced fullfreighter
aircraft to convey five heat
exchangers from Austria to the USA
according to the tight schedule.
Damco recently transported 65 components
weighing a total of approximately
185 t from 14 different production facilities
in Europe to the USA as airfreight.
The deployment of an Antonov AN-124
was part of a larger air and ocean freight
project designed to facilitate the cooperation
of two Damco customers.
One of these was Switzerland’s
Evatherm, one of the world’s leading
production technology suppliers, which
focuses on evaporation and crystallisation
components. The second client was
a renowned US chemical company.
Airfreight the only possibility
When it became obvious that the original
construction timeline and agreed delivery
date were in jeopardy, Damco advised
the clients to start forwarding some of the
most important components by air.
These items included five rocketshaped
heat exchangers, with a combined
weight of 68 t. This, plus the size of the
components, required the deployment of
an Antonov AN-124, one of the world’s
largest serially-produced cargo aircraft.
The supply chain commenced at Frauental,
in southeastern Austria, from where
the heat exchangers were transported for
packaging to Graz (Austria).
For the intermodal leg, Damco used
a combination of standard trailers and
flat-bed trucks, depending on the size of
the shipment. In Graz, the capital of the
Austrian state of Styria, a local packaging
company placed all five heaters on
sledges and carefully wrapped them.
From the packaging premises, the loads
were conveyed to Graz airport on the day
that the Antonov AN-124 arrived. As the
heat exchangers had been built in Austria
using specially imported metals and then
prepared for export in a processed form,
The securely-packed heat exchangers were transported to Graz airport by road on their first leg.
another of Damco’s tasks was to fill in the
appropriate bill of lading (T1) and inform
the US customs of the correct HS code
definition for the calculation of the relevant
customs duties.
Reminded of Big Arnie
An entire night was required to load
the aircraft. The operation ended with
a veritably titanic task, which brought
to mind the performances of one of the
Graz region’s most famous sons – Arnold
Schwarzenegger. Due to the weight and
size of the last crate, the winch of the
Antonov’s own crane had to be adapted
to cope with the height and effort that
was needed. Furthermore, a particularly
robust metal beam had to be organised
to lift the exchanger. This was due to the
fact that the available equipment did not
meet the required dimensions.
The next morning, the aircraft departed
from Graz on schedule and one day later
the cargo arrived at Houston airport in
Texas. From there the shipment was safely
transported with the best suitable equipment
to its destination in Louisiana,
where all exchangers were received successfully
and without damage. The total
end-to-end transit time was five days.
Advantage of a global network
Flemming Frost, Damco’s chief executive
officer West Europe, said that «this charter
contract illustrates the good network
capabilities within the Damco group.
Both the company’s teams in Germany
and the USA kept all their promises –
which was key to the success of this fascinating
project.»
Andreas Haug
www.damco.com
The hold of an Antonov AN-124 provided sufficient space for five heat exchangers.
Photos: Damco

www.gslcn.com
Global BoatShipping
www.gbs-germany.com
EMSChartering
www.emschartering.de
Visit us at
Munich
4.-7.June2013
Hall B4,Stand 233
EMSGROUP:
WE ARETHE LOGISTICS
ANDSHIPPINGEXPERTS
Italian Shipping andLogistics Agency
www.islaship.com
Albanian Stevedoring Company
www.asc-durres.com
EMSGermanBalkan Logistics
www.ems-gbl.com
GermanAlbanian LogisticsAgency
www.gala-al.com
EMSChartering GmbH &Co. KG
Hafenstraße 10a
26789Leer
Tel: +49(0)491-92815-0
Fax:+49(0)491-92815-15
info@emschartering.de
www.emschartering.de

International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
67
The helicopters being towed from the hangar (left picture) across the apron to the Antonov aircraft (right and below).
Photos: Leipzig/Halle airport
AN-124 carries multipurpose helicopters
Foreign mission begins in Leipzig
The German armed forces deployed the multipurpose helicopter NH90 on a foreign
mission from Leipzig/Halle airport for the first time in mid-April. The Eurocopter was
loaded onto an Antonov AN-124 to be flown to Afghanistan.
An Antonov AN-124 flew two Tiger
helicopters owned by the German army
from Leipzig/Halle airport to Afghanistan
in December last year. The loading
was carried out by employees of the local
ground-handling and freight service
company Portground bot the first time
around, as well as in the present instance.
Salis base with Russian freighters
Like the airport operating company itself,
Portground is part of the German airport
operator Mitteldeutsche Flughafen, and
has many years of experience in heavy
goods handling. Leipzig/Halle airport,
which is located 120 km south of the
German capital Berlin, has grown to be
Germany’s second largest airfreight hub.
Goods weighing 863,665 t were handled
there last year. Since March 2006 two
AN-124-100s have been permanently stationed
at there, as part of the so-called
strategic airlift interim solution project
(salis). These large Russian freighter aircraft
carry out heavy airfreight transportation
tasks for the armies of 15 European
countries and Canada.
Two 3,600 m runways
The airport has permission for roundthe-clock
operations for cargo flights, as
well as direct links to the trans-European
motorway and railway networks. The runway
system has two parallel 3,600 m takeoff
and landing strips, which can both be
operated independently under CAT III b
regulations.
ah
www.leipzig-halle-airport.de
www.portground.com

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International Transport Journal 19-20 2013 Heavylift / Breakbulk Special
69
Jumbo transports components for a joint Aramco /Dow petrochemical plant
Heavyweights for Saudi Arabia
The Sadara Integrated Chemical Complex,
the largest petrochemical operation
ever to be built in a single phase, is under
construction in Jubail (Saudi Arabia).
Jumbo, a Dutch firm specialised in the
maritime shipping of project and heavylift
cargo, recently transported a consignment
for this ambitious project.
The Jumbo Javelin recently shipped three
pieces of cargo from the South Korean
port of Masan to Saudi Arabia for a
sprawling new plant in the Persian Gulf.
The ship is one of Jumbo’s so-called
J1800-class vessels and has the capacity
to carry loads of up to 13,278 t.
The South Korean company Daelim,
which is responsible for manufacturing
the mixed feed cracker, commissioned
the shipment. All three pieces of cargo
were extremely heavy, which made shipping
them a particular challenge.
One of the items in the shipment was
a stripper used to separate individual
components, weighing in at 1,272 t and
with a total length of more than 100 m,
a width of 9.4 m, and a height of 9.8 m.
Also in the load was an oil quench tower
used for cooling, which measured almost
64 m long, 15.2 m wide and 13.9 m high.
It tipped the scales at 1,216 t – not exactly
a lightweight.
By comparison, the 860 t weight of the
third piece of cargo – a water quench tower
– seemed modest. However, the tower’s
dimensions of 58.6 m long, 11.3 m
wide and 11.6 m high were comparable
to those of the other pieces.
Precision work
The massive size of the cargo units made
the loading operation in Masan an exciting
event. The deck cranes on the Jumbo
Javelin loaded the stripper from the quayside
onto the vessel. The high lifting capacities
of the cranes on the J1800-class
ship, even at long distances, came in
handy during loading operations.
For the journey to Saudi Arabia the
two biggest pieces of cargo had to be
The «Jumbo Javelin» demonstrated its crane power when loading the heavy parts.
stowed diagonally on the deck of the
Jumbo Javelin.
The massive pieces of cargo are not
the only heavyweights involved in this
massive project. Two leading international
companies – the official Saudi
Arabian oil company Saudi Aramco, the
world’s largest exporter of oil, together
with one of the largest chemical corporations
on the planet, the Dow Chemical
Company – have joined forces to realise
the establishment of the
Sadara Integrated Chemical
Complex.
More jobs for Jumbo
The two companies not
only own the plant but also
supervise both its construction
and operation.
The Sadara petrochemical
plant will comprise
a total of 26 production
units, the first of which
are slated to go into operation
in the second half
of 2015. By 2016 the entire
complex is expected to be
operational.
The products refined
in Sadara will be produced
principally for export
to growing markets
in Asia, the Middle East
and Africa. Ingredients used for the
production of auto parts, packaging supplies,
cables and insulation materials, as
well as coatings for ships are among the
products the plant will offer.
Jumbo will carry out three more shipments
in support of the project, consisting
of six boilers for the US manufacturer
Fluor.
av
www.jumbomaritime.nl
The loading procedure in Masan was rather complicated.
Photo: Jumbo

70 Heavylift / Breakbulk Special International Transport Journal 19-20 2013
GEARED
FOR SUCCESS
Hartmann and Breadbox adding services
New West African
connections
Many states in West Africa have recorded highly promising
economic development of late. By establishing maritime connections
to the region, conventional operators have followed
in the footsteps of container shipping lines, which have also
expanded their services to and from the region in the past
few months (see ITJ 43-44/2012, page 31).
The prospects for West African economic development are very good,
according to the IMF.
Photo: thinkstock
Success relies on highest
qualityand maximum
efficiency. We areyour
dependable partner for
transport- and logistics
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Spedag Interfreight Ltd.
4132 Muttenz /Basel
Switzerland
+41 58 677 77 77
72 Offices.
2000 Professionals.
Logistics connecting continents.
www.spedaginterfreight.com
There were two specialists in the West Africa trade to announce
new liner services to and from the region in April.
They were Hartmann Project Lines (HPL), a subsidiary of
the Hartmann Group, which is headquartered in Leer (Germany),
and Breadbox, a West African service specialist from
the Netherlands.
Hartmann recently started deploying a total of four vessels
to the trade, offering sailings from Antwerp (Belgium),
Tilbury (United Kingdom) and Rouen (France) to the African
ports of Nouakchott, Nouadhibou (both Mauritania),
Takoradi (Ghana), Lagos (Nigeria) and Port Harcourt/Onne
Seaport (Nigeria) every two weeks. Additional destinations
for the shipment of conventional and project cargo, as well
as containers and containerised heavy and dry bulk, can be
added on inducement. The vessels deployed have a top sailing
speed of 15 kn, 17,500 dwt and a capacity of 1,098 teu.
The first southbound sailing left Antwerp in April, and
the service is operated by the Duisburg-based MTL–Maritime
Transport+Logistik, which has been a member of the
Hartmann Group since 1996. HPL named the companies
Linienagentur Cargo-Levant, MCA Shipping, Intraha, Overseas
Maritime Transport and Voigt as its agents for the link.
The Dutch enterprise Breadbox Shipping Lines simultaneously
launched its new Maurex USA service in April. It
offers monthly sailings to Mauritania and Senegal from the
east coast as well as from Gulf region ports of the USA, with
transhipment options in Antwerp. It can additionally offer
connections to discharge ports up to Abidjan (Ivory Coast)
upon inducement.
av
www.breadbox-shipping.com
www.hartmannprojectlines.com

+++ Visit us at Breakbulk Europe 2013 in Antwerp, Belgium –May 14–16 Antwerp Expo, hall 4, booth #733 +++
HANSA HEAVY LIFT –The difference in shipping !
Strong Transport Engineering
Our in-house engineering team will work
with you on the most challenging tasks to
ensure safe, reliable and customer focused
execution.
Challenge us with your cargoes!
Modern Fleet
Our 21 heavy lift tweendeck vessels have a
lifting capability of up to 1,400 tons. The 7
F-class and 14 P-class vessels have an average
age of 3years and areofthe highest ice class.
There when you need us!
Process Driven
Our process driven organization ensures
high reliability and flawless execution.
You will benefit from our continuous
improvement mindset and transparency.
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