BTJ Seminar: Coastal Poland - Baltic Transport Journal

Baltic Transport 1733-6732
Journal ISSN
№ 3/2009 (29), MAY/JUNE
b i m o n t h l y - d a i l y c o m p a n i o n
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BTJ Seminar: Coastal Poland
Cargo opportunities & investment prospects
Focus
Baltic shipyards
Oil & gas transportation in the BSR
Where will the lifeblood flow?

BTJ Seminar
BTJ Seminar: Coastal Poland
Ports, terminals, logistics centres:
cargo opportunities & investment prospects
held under the honorary patronage of the Polish Ministry of Infrastructure
London, 3 rd June 2009
H.E. Barbara Tuge-Erecińska
The Ambassador
of the Republic of Poland
Poland is attractive
Despite the global credit crunch,
Poland’s situation remains stable. It
is true that an economic slowdown
has been noticed, however, the results
of the breakdown on the world
financial markets still have only a limited impact on the Polish
economy. The sources of economic growth (revival of investment
demand, high consumption growth and dynamically
growing export) allowed us to obtain one of the best results
in the European Union in 2008, when Poland’s GDP reached
only a little less than 5%. We strongly believe that, despite the
global difficulties we all have to face now, we will also witness
the growth of our economy in the current year. The Polish
economy is built on a sound basis, comprising transparent
financial, economic and political institutions. What makes
Poland even more competitive is its favourable position in
central Europe, educated workforce equipped with foreign
language skills, and attractive incentives for investors, also
constituting a part of special economic areas.
In the last few years, Polish-British commercial cooperation
has been developing exceptionally dynamically. According
to the British data, in 2008 mutual sales came to more than GBP
7 bln , whereas the value of British export to Poland amounted to
almost GBP 3 bln, putting Poland in the 18th place on the global
scale and the ninth among recipients from the European Union.
The value of British import from Poland amounted to more than
GBP 4 bln, placing Poland as the 20th country on the global scale
and the 9th among suppliers from the European Union.
The value of obligations stemming from the British direct
foreign investments in Poland at the end of 2007 was EUR
4.6 bln, which puts Great Britain in the 8th place on the list of
the largest foreign investors. In general, the inflow of net British
capital that year amounted to EUR 613 bln, which again
puts the British capital in the eigth position, as far as invested
means in that period are concerned. That constitutes about 4%
of the inflow of the total direct foreign investments in Poland
in 2007.
I firmly believe that the seminar that will be taking place
at the Embassy of the Republic of Poland in London on the 3rd
of June 2009 will significantly contribute to a more effective
introduction of the Polish investment offer to our British business
partners and that it will increase their presence in Poland.
Programme:
3.00 Embassy of the Republic of Poland in London
• Welcome by H.E. Ms Barbara Tuge-Erecińska
3.05 Polish Ministry of Infrastructure
• Keynote speech: Ms Anna Wypych-Namiotko
– Undersecretary of State
3.15 West Pomeranian Region
(Urząd Marszałkowski Województwa
Zachodniopomorskiego)
• Mr Wojciech Drożdż, Member of the Voivodeship Board
Ms Małgorzata Saar, Investors’ Assistance Center Manager
3.30 Pomeranian Region
(Urząd Marszałkowski Województwa Pomorskiego)
• Mr Marcin Piątkowski, Investor Assistance Centre
Manager, Pomerania Development Agency
3.45 Szczecin & Świnoujście Seaports Authority
(Zarząd Morskich Portów Szczecin i Świnoujście S.A.)
• Mr Jarosław Siergiej, President of the Management Board
4.00 Police Port Authority
(Zarząd Morskiego Portu Police Sp. z o.o.)
• Mr Tomasz Melan, President of the Management Board
4.15 Port of Gdańsk Authority
(Zarząd Morskiego Portu Gdańsk S.A.)
• Mr Julian Skelnik, Marketing Director
4.30 Port of Gdynia Authority
(Zarząd Morskiego Portu Gdynia S.A.)
• Mr Janusz Jarosiński, President of the Management Board
4.45 Baltic Container Terminal Gdynia
(BCT Gdynia Sp. z o.o.)
• Mr Krzysztof Szymborski, President of the Management
Board
5.00 Q&A session
Drinks and canapés
3/2009 | Baltic Transport Journal |

BTJ Seminar
West Pomeranian region
Invest in North-West
Photo: The Marshal’s Office of Zachodniopomorskie
The opinion on the growing position of West Pomerania among
leaders in the attractiveness for foreign investment is confirmed
by the investors themselves. In fact, a number of them are already
present in the region. Join us on a trip to meet West Pomerania’s
offer and the companies already taking advantage of it.
One of the investors is the
Bridgestone Corporation
– the world’s largest tire and
rubber company. The others
are inter alia: LM Glasfiber
(a manufacturer of fibreglass
blades for wind turbines), Kronospan Holdings
and Swedwood Holding (both companies
make furniture and wood products). We cannot
forget Carlsberg Breweries – a brewery
that makes probably the best beer in the world
– or Royal Greenland, which is a producer of
cold water prawns specializing in fishing and
processing quality seafood. Moreover, at this
very moment Cargotec (a provider of cargo
handling solutions) is establishing its industrial
plant in West Pomerania.
Taking care of investors
The incentives for investors are numerous,
starting with European Union funds,
including Regional and Innovative Economy
operational programs. As far as local
conveniences are concerned, investors
| Baltic Transport Journal | 3/2009
can benefit from Special Economic Zones,
which give them CIT exemption until 2020.
There are also labour easements, for example
diverse tools for enterprises hiring unemployed
as well as several various facilities
for R&D activity.
Last, but not least, the international investors
will not be left on their own, but will
get professional advisory services, which are
provided by the Investors’ Assistance Centre
in the Marshal’s Office of the West Pomeranian
region. Its main tasks are being a liaison
between investors and investment-process
related institutions and a one-stop shop
(comprehensive advisory) for investors.
“The West Pomeranian region is very attractive
in terms of the business environment
– not only because of well-known investment
qualities, but also because of the great support
(both financial as well as organizational)
of the local authorities. I am more than convinced
that apart from already existing investors,
there will be more to come quite soon,”
persuades Mr Witold Jabłoński, the vice-
Marshal of the West Pomeranian region.
Where to invest
There are various sites where a potential investor
can develop their activity. For instance,
Goleniów Industrial Park located 30 km northeast
of Szczecin is well developed for greenfield
investments, while the Infrapark in Police (30
km north of Szczecin), an area surrounded by
the Chemical Plant “Zakłady Chemiczne S.A.”, is
ideal for the inorganic chemical industry, heavy
industry or utilization of by-products.
The business activity zone in Koszalin, located
170 km north-east of Szczecin, owns well developed
land with production halls for sale/lease;
further development of technical and transportation
infrastructure is welcome.
The Science and Technology Park in Szczecin
is the ideal place for starting, establishing
and running business activity in branches of
high technology, new workplaces, legal activity
and synergy working. The park will be offering
many services for companies, such as suitable
infrastructure, office areas, conference rooms,
laboratories, technical equipment, machines,
access to risk, guarantee and loan funds, a database
of potential well–qualified employees,
bookkeeping, the law service, common marketing
and a “business and innovation climate”.
The place is designed for IT, R&D and innovative
technologies.
Speaking of Western Pomerania, it is unavoidable
to mention the Szczecin and Świnoujście
port complex. Located nearest to the Atlantic
Ocean, comparing to other ports in the CEE region,
it offers regular connections with Scandinavian
countries as well as modern passenger as
well as container and ro-ro terminals.
The region’s economic potential is determined
by the maritime industry and its services.
The most dynamically developing sectors are also
trading, tourism and recreation. The condition of
the agriculture is improving – the average size of
premises is twice the national standard.
Logistics, especially associated with the
maritime industry, is one of the high-chance sectors.
The sectors which are becoming more and
more important are the renewable resources (especially
wind energy), the wood, chemical and
food processing sectors as well as Busines Process
Offshoring. For further information, please visit
www.coi.wzp.pl or email coi@wzp.pl.
Investors’ Assistance Center
The Marshal’s Office of
Zachodniopomorskie
Voivodeship

BTJ Seminar
An investor’s guide to Pomerania
Hot spot for logistics investments
If you want to invest in Pomerania (Pomorskie region), this seems
like the time to do it. With its ever-growing potential in the field
of transportation and storage infrastructure, the northernmost
region of Poland is on the verge of becoming an attractive place
for logistics investments, willing and able to meet the standards
of European and global entrepreneurs alike.
The big news in the Tri-City
investment world at the moment
is the Pomeranian Logistic
Centre, comprising about
200 ha of terrain with production,
warehouse and service potential.
It is situated right next to the Deepwater
Container Terminal (DCT), Gdańsk’s youngest
container facility, which makes it the natural
location for housing the terminal’s prospective
back-up facilities. The site wholly a property of
the commune of Gdańsk and supervised by the
Gdańsk Economic Development Agency who,
in cooperation with the IAC (Investors’ Assistance
Center), are now searching for an investor
interested in either purchase or long-term lease
of the area. A direct link to the A-1 highway
will be established upon the completion of the
nearby Sucharskiego Route, and there are also
plans to cover the Pomeranian Logistic Centre
with the Special Economic Zone privileges. All
things considered, in several years’ time the
DCT together with the adjacent back-up area
is intended to become one of the leading logistic
centres in the Baltic region.
Photo: Pomerania Development Agency
Among the most interesting offers on
IAC’s menu are plots of land located along the
A-1 highway. Two of such places seem to be of
especially high value to potential investors
with logistics ambitions: junctions at
Swarożyn and Pelplin-Ropuchy. Both are
located in the Tczew-ski poviat, within an
hour’s drive distance from the Tri-City the
moment the neighbouring stretch of A-1 is
finished; both are versatile in terms of zoning
– they could easily make excellent production
or warehouse sites. The Swarożyn lot is
150 ha large, with possibilities of further
expansion, and is available for sale
or lease. The Ropuchy junction is smaller
(90 ha) and, interestingly, is church property
owned by the Diocese of Pelplin whose representatives,
as IAC assured us, are very open to
investor talks. These are just two areas, selected
out of dozens of sites with significant potential,
which are up for grabs in the region.
Future investors will be glad to know
that a field in which Tri-City has been making
considerable progress recently is storage
capacity. As of today, the agglomeration’s total
warehouse space amounts to 200.000 m 2 , the
bulk of which is in the hands of three major
operators, all relatively new to the region: Pro-
Logis, Panattoni and AIG/Lincoln. This gives
Tri-City a national market share of around
3%. However, continuing growth of modern
storage facilities is almost certain, as more
high-profile companies are bound to enter the
competition, encouraged by the successes of
those before them, and by the massive development
prospects of infrastructural undertakings,
such as the construction of the A-1 highway,
modernization of railway lines, and last
but not least, the Euro 2012 championship.
Where to go
When considering the investment possibilities
in Pomerania, the first place to go is the Investor
Assistance Centre. This non-profit body
has all the necessary credentials – it operates
within the structures of the Pomerania Development
Agency (ARP) and is a local partner of
the Polish Information and Foreign Investment
Agency (PAIiIZ). As such, they have at their disposal
a rich database of investor-aimed offers of
property and facilities in Tri-City and beyond.
The IAC will guide you through the decision
making process from day one until the opening
day of your new enterprise.
At IAC, client service usually involves
three stages. The first step will likely consist in
the Centre providing the enquirer with a basic
overview of the region’s macroeconomic data
and relevant legal and financial information
to help them get a hang of the situation in the
local markets. Next, a profiled offer is issued
based on the stated requirements of the client
company, regarding the type of desired activity,
the size and location of the plot, etc. In the
third stage the investor is invited to visit the
places that they find most promising – such a
visit’s agenda and logistics is fully organized by
the IAC, and meetings with local authorities
or utility providers are arranged if need arises.
This final phase can be repeated as many times
as necessary to enable the investor to make a
satisfying decision, and the entire process normally
takes up to a year and a half, although
record-breakers have been known to close the
deal within seven months.
For more on Pomerania’s investment potential,
including a complete property database, visit
IAC’s website: www.arp.gda.pl.
Adam Olesiejuk
3/2009 | Baltic Transport Journal |

BTJ Seminar
Szczecin & Świnoujście port complex
Deepen your connection
Photo: Świnoujscie
The inland Port of Szczecin and its seaside partner, Port of
Świnoujście, will deepen their approach canal to increase
their potential.
The main strength of inland
ports is their relative accessibility
both from the sea and the
landside. Huge container ships
sail through rivers or canals like
trucks through highways everyday
traversing Europe to reach their hub. Their
destinations are the ports such as Hamburg,
Nantes, Ghent, or Antwerp, which are successful
thanks to their inland localization. Port of
Szczecin also wants to join the club.
A window for the region
The strategic location of the Szczecin and
Świnoujście port complex gives a possibility to
reach over 135 mln potential customers. It is
the closest port to the Czech Republic, Slovakia,
South-Western Poland and Eastern Germany.
Szczecin lies only 100 km from the Berlin agglomeration
and has direct highway and railway
connections with the hinterland. The Oder river
| Baltic Transport Journal | 3/2009
also gives multiple possibilities to reach the inland
canals system. The main goal, which makes
the Port of Szczecin more competitive, is to
deepen the Szczecin-Świnoujście approach canal.
Currently, the maximal draught for ships is
9.15 m. Deepening works are to be started soon
and their aim is achieving a 12.5 m depth, which
will allow to serve much bigger vessels. The result
of the works will contribute to enhancing
the attractiveness of the port in comparison to
its competitors in the Baltic Sea region. It is of
even higher importance if we take into account
the fact that the Szczecin and Świnoujście port
complex is the southernmost port in Poland,
which makes it also a natural beneficiary of hinterland
connections.
Speaking of infrastructure
A widely planned modernization of existing
quays (Fińskie, Czeskie, Słowackie and
Zbożowe) and building new (Niemieckie and
Dąbrowieckie) ones in the Port of Szczecin will
significantly contribute to successful development.
Moreover, the new container terminal is
expected to be opened this year with a capacity
of 120,000 TEU and a potential to build-up.
Also of significant importance is the newly created
20 ha area for the West Pomeranian Logistic
Centre; the undertaking includes complete
infrastructure with roads and the rail tracks
network, water mains, electrical grid and parking
for forty trucks, waiting for a leaseholder.
The Szczecin and Świnoujście Ports Authority
has declared competitive conditions of lease to
companies, which would take part in the development
of the area.
To sum up, the Port of Szczecin is playing
an important role in the West Pomeranian
region and wants to improve its position by
constant investments in infrastructure. The
huge potential to become the focal point for
the Baltic Sea, connecting southern Europe
with Scandinavia, is supported by the European
Union, the Polish government and local
authorities.
Wojciech Sobecki
Spokesperson for the Szczecin and
Świnoujście Seaport Authority

The Port of Police
The port’s eco-friendly face
Photo: The Port of Police
The port in Police, situated in the West Pomeranian region, used
to operate exclusively for its owner – Chemical Plants Police. Now
it is ready to present its abilities to other partners. The Management
Board of the Seaport Police Authority, with its shareholders,
Police Chemical Plants and the local community, are jointly
implementing a project called the “Green Bay”.
The history of Police Port dates
back to 1970, when the first
cargo ships moored on the quay
of its barge port. In the beginning,
cargos were transported
from bulk carriers to barges in
Świnoujście and then to the Police factory. In
the late 1970s, a rising level of cargo transported
from the Police factory and the need
to ease the load of the Szczecin-Świnoujście
port complex resulted in a decision to build
a chemical works port on the river Oder with
a capacity that would enable to serve oceangoing
vessels. The project was taken over by
the Chemical Plants Police, one of the largest
Polish producers of non-organic chemical
products, in 1982 and completed in 1993.
The new port was ready to serve chemical
works and belt conveyors for unloading raw
materials and loading fertilizers onto ships.
In 2004, the board of Chemical Plants Police
decided to appoint a company to manage the
port. Today, 90% of its shares belong to the
factory and 10% to the Police Community.
The port handles approximately 2.5 mln
tons of cargo every year.
Geo-conditions
The city of Police has a great connection
with its surroundings due to a network of road,
water, railway and air transport routes. The nearest
located cities are Szczecin, Goleniów with its
domestic airport, Świnoujście, with a passenger
and cargo ferry border crossing to Scandinavia
and Berlin (140 km from the country’s border).
The region of Police is connected by the local
114 and 115 roads, national 10 (Szczecin-Piła-
Bydgoszcz), international road 6 (from Szczecin
through Koszalin and Gdańsk to Kaliningrad,
Riga and Kaunas), Highway A6 (E28) Szczecin-
Kołbaskowo-Berlin and express road S3 (E65)
Świnoujście-Goleniów-Szczecin. The railway
transport system has been expanded, mostly
for the needs of the Chemical Plants Police, but
the current infrastructure also presents a possibility
to develop the connections, including
the construction of railway sidings. Although
Police Port is not directly connected to the
open sea, it has access to it via the Świnoujście-
Szczecin water lane, which is 10.5 m deep. This
feature enables a movement of ships with a 160
m length and a 9.15 m draught or a length of
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206 m and a draught of 8.15 m, which corresponds
to a fully loaded bulk carrier with a capacity
of 16 – 18,000 DWT or a partly loaded
bulk carrier of 40,000 DWT. The location of
the port provides all-year access. An analysis
conducted by the Szczecin Maritime University
showed the possibility of handling ships with
the maximum permissible draught; moreover,
potential partners do not need to be afraid of
changing water levels, tides or ice conditions.
Infra-conditions
The port infrastructure consists of three elements:
the Sea Terminal, the Mijanka Terminal
and the Barge Terminal. The port is used as a
transhipment terminal for bulk cargos such as
phosphorites, apatites, titanic iron ore, potassium
salt, fertilizers, ammonia and sulphuric
acid. Within the “Green Bay” project, the Management
Board of Police Port plans an extension
of the existing infrastructure. Reserve development
grounds occupy more than 300 ha,
so there is enough space for investments such
as: the construction of two new berths, 200 m
long each (universal and dolphin), building a
new road (2200 m long) to improve access to
the port, as well as construction of a new railway
line of 5,725 m in length. When considering the
infrastructural aspect, it is necessary to mention
the access to the media. Although construction
of a new power network with a mean voltage
of 6 kV is in the plans, currently the port uses
the existing power network from the Chemical
Plants Police. There is a gas (methane) network,
a city water supply system, their own heat supply
system, access to the telecommunication
network and the port’s sewage treatment plant.
HR conditions
A strong scientific base and specialized
graduates are factors which the future enterprises
can depend on. The Police Industrial
Park provides convenient solutions for establishing
enterprises. Investors are offered the
sale of or leased land on preferential conditions,
a supply of cheaper media in relation to
the free market and fast access to information
regarding investment areas and technical conditions.
For more information, please visit
www.greenbay.pl.
Barbara Rogalska
3/2009 | Baltic Transport Journal |

BTJ Seminar
The Port of Gdańsk
A port for every kind of cargo
The geographical advantage of the Port of Gdańsk is mentioned by many works of many economists.
However, one also has to take into account its historical background, enabling the port to tie
strong knots of friendship with many partners.
Photo: The Port of Gdańsk
Historically, the port was a gateway to Western Europe
for Polish, Hungarian and even Moldavian goods.
It also maintained strong relations with Lithuanian
Klaipėda, Latvian Riga and Russian Novgorod. For
years it has held a place in the top 10 largest Baltic
ports and only temporary fluctuations in the world
economy could lead to worse results. Today, as a centre of distribution
Gdańsk is a key element of Trans Corridor VI, connecting the Nordic
countries with South-Eastern Europe.
Polish accession to the European Union has created additional opportunities
for development. Completed and planned projects are the expansion
and modernization of port infrastructure, as well as improving the port’s
communication with the national and international transport network.
The biggest asset of the Port of Gdańsk is the possibility of developing
deep-sea transhipment bases, serving the biggest vessels entering the Baltic.
This enables not only development of dumping areas, but also greenfield
investments.
The existing handling potential, which plays an important role in
ensuring energy security for the whole of Poland, is not thoroughly
| Baltic Transport Journal | 3/2009
taken advantage of. Despite this, liquid fuels storage facilities developments,
as well as implementation of new technologies for coal imports,
are being planned.
The already convinced
Increasingly, these intentions are carried out by external capital.
Acquisition of the cargo handling and storage enterprise “Port
Północny” by the recognized port operating company “Sea Invest”
is an excellent reflection of the growing interest in Gdańsk. The operator’s
experience, gained inter alia in Antwerp, Gent and Dunkirk,
makes it possible for the Port of Gdańsk to look forward to creating
a site for handling dry bulk cargo.
Another example of the port’s attractiveness for foreign investors
is the Macquarie Group of companies from Australia, who financed
the construction of the Deepwater Container Terminal DCT
Gdańsk. The terminal offers year-round, ice-free access for vessels
with a drught of up to 15 metres, providing excellent conditions for
the creation of a Baltic container hub. Today the Port of Gdańsk has

the potential to handle 600,000 TEUs, and a possibility of expanding
this capability to 3 mln TEUs. Worth noting is also the upcoming
creation of the logistics centre in the vicinity of DCT. Its area is supposed
to cover about 200 ha.
The completion of the Sucharskiego Route, together with a tunnel
under the port channel of Martwa Wisła, will undoubtedly have
a serious impact on the further development of the port. It will connect
the left and right parts of the port with the southbound motorway
A-1. The construction of a new railway bridge on the route from
Port Północny to the southern artery is also being planned. Both
projects are on the list of the European Operational Programme ‘Infrastructure
and Environment’.
A titbit for investors
An analysis of the port’s development plans cannot ignore an important
logistics element of its operations, which is the Port of Gdańsk
Cargo Logistics (Port Gdański Eksploatacja, PGE). Its almost exclusive
owner, the Port of Gdańsk Authority, is taking decisive steps to privatise
its daughter company. Rapid growth of PGE can only be ensured by an
owner, who already has the experience as a port logistics operator. The
company is operating on the most attractive quays of the internal port,
but also has access to the deep-water zone. Further investments in its
quays is bound to attract new clients and cargos. To facilitate the privatization,
the Port of Gdańsk Authority has decided to transform PGE into
a limited company and has started to adapt the ground leased by PGE
to the implementation of new technologies. To sum up, for a reliable
partner, the Port of Gdańsk Cargo Logistics will be a titbit.
A clear division
Earlier decisions of the Polish government have predestined the Port
of Gdańsk to handle mainly bulk cargo: liquid fuels, petroleum products
and coal. The economic reality of the past few years is, however, verifying
the validity of past priorities. New transportation technologies are
being developed and the outskirts of the port are being modernized.
Photo: The Port of Gdańsk
Containers
PCS
200 000
220 000
180 000
160 000
140 000
120 000
100 000
80 000
60 000
40 000
20 000
0
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2002 2003 2004 2005 2006 2007 2008
Cargo handling structure in 2008
A clear division becomes apparent. From a chain of well planned investments
the “Old Port” has been adapted for Baltic feeder transport and
the deep-water “Outer Port” has been made more suitable for berthing
large ocean vessels. Fulfilling the requirements of modern and economical
shipping, Gdańsk has become a port for every kind of cargo.
Janusz Kasprowicz
Spokesperson for the Port of Gdańsk Authority
3/2009 | Baltic Transport Journal |

BTJ Seminar
Baltic Container Terminal Gdynia
A solid link in the supply chain
Photo: BCT Gdynia
Every day millions of containers are loaded onto ships to reach their destination. Somewhere in the
supply chain are ports with their container terminals. Common, but not a quite true image of those
places is a quay with a few cranes. In fact, a modern container terminal is a huge logistic center providing
various services. BCT Gdynia is the best example. As the first in Poland BCT received the EN
ISO 9001:2008 certificate from Lloyd’s Register Quality Assurance (LRQA).
Location, location, location
Gdynia, the city where BCT is located,
lies between Eastern and Western Europe.
Only 150 km separates the city from the Russian
border. A fast-growing network of trans-
Baltic connections operating from the BCT
quay, by carriers such as MSC, APL, Team
Lines, IMCL/BCL and UECC gives a possibility
to transit containers and other goods
to and from all over the world. Intermodality
is the strong point of BCT. A direct highway
and railway connect the terminal with its
hinterland. The Gdańsk Lech Wałęsa Airport
is situated just 25 km down the highway. In
2012, a new commercial airport is expected
to be opened in Gdynia-Kosakowo, only 5 km
from the terminal. To sum up, this localization
offers multiple possibilities to reach over
38 mln potential customers in Poland and
neighbouring countries, including Russia,
Germany, the Czech Republic, Slovakia, Belarus,
Ukraine and the Baltic States.
10 | Baltic Transport Journal | 3/2009
The key: cutting the transit time
BCT, which is owned by International
Container Terminal Services Incorporated
(ICTSI), makes a point of quality and velocity
of services. A 60 ha complex contains inter
alia a quay (800 m long, 12.5 m deep), an adjustable
ramp (hydraulically operated, serving
ro-ro vessels equipped with stern ramps),
a railway terminal (with 3 rail tracks 300 m
long each), 5 entry and 4 exit gates for containers/trucks,
storage yards accommodating
20,000 TEU, a bonded area (529 sq. m) as well
as two general cargo warehouses (20,000 sq.m
and 1,058 sq.m). Modern facilities combined
with advanced computer systems (TOS) and
experienced staff are the key to maximizing
the capacity. Currently, it is 750,000 TEU with
a maximum potential of one mln TEU. The
average time of serving a truck from entry to
exit is just 40 minutes. Additionally, a three
shifts system provides a 24/7 service of the
highest standard.
Supplementary services
BCT, thanks to its advanced infrastructure
is prepared to deal with any order. A
professional and wide consumer service is
a principle in such companies. What distinguishes
BCT from other terminals is its elastic
approach, when it comes to fulfil the clients’
demands. All operations on containers,
general cargo and ro-ro motor vehicles are
always carried out professionally and with
flexible prices. Moreover, special, oversized
loads are also welcome at BCT. In the terminal’s
main building many forwarding and
shipowners offices are located, i.e. Schenker,
DHL, JAS-FBG, Damco, Hellmann, Rohlig,
Kuehne&Nagel. The Customs House is
there, too.
Where the land meets the sea, you need
an expert for your operations. BCT is certainly
among those to consider.
Bartłomiej Hapka

Turnover of the Terminal in the years 2000-2008
year number of vessel calls boxes TEU
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cars & trucks
pcs
2000 1040 123,038 188,272 49,072
2001 948 135,890 217,024 33,946
2002 854 152,788 247,907 35,159
2003 743 189,871 304,745 16,635
2004 798 233,668 372,762 32,950
2005 815 247,428 395,757 29,549
2006 731 257,086 402,557 54,827
2007 793 320,235 493,860 74,656
2008 712 280,847 440,591 71,632
Shipping Lines served by
Baltic Container Terminal
Ports Shipping Line Ships Number of calls vessel’s capacity
Antwerp
Bremerhaven
Klaipėda
Bremerhaven
Klaipėda
Hamburg
Bremerhaven
Kaliningrad
Klaipėda
Bremerhaven
Hamburg
Klaipeda
Szczecin
Rotterdam
Kotka
Bremerhaven
Kaliningrad
Zeebrugge
Hamburg
Klaipėda
MSC MSC RHONE
MSC MARIA
MSC LAUREN
MSC TAIPAN
2 weekly 1584 TEU
1254 TEU
1948 TEU
925 TEU
APL EURO STORM 1 weekly 686 TEU
TEAM LINES BUXTEHUDE
GOTLAND
ANNALAND
BIRKALAND
MARIS
BELUGA
SENSATION
LIVLAND
IMCL/BCL MARIA SCHEPPERS
ELEGANCE
BF MARYAM
MONSUN
RHEIN CARRIER
IWONA
DENEB
TRANS JORUND
GERMAN
VICTORIA
BETSY S.
UECC PELANDER
RITA DEL MAR
AUTORACER
1-2 weekly 868 TEU
822 TEU
868 TEU
868 TEU
508 TEU
750 TEU
866 TEU
2-3 weekly 262 TEU
374TEU
509 TEU
724 TEU
374 TEU
672 TEU
509 TEU
340 TEU
1-2 monthly 508 TEU
366 TEU
1 weekly 2780 cars
2780 cars
1060 cars
3/2009 | Baltic Transport Journal | 11

BTJ Seminar
The Port of Gdynia
One stop… port
What can a bulk terminal and a general cargo terminal have in
common? Regarding the Port of Gdynia, they are both offering
promising amenities and are awaiting a private investor.
Photo: The Port of Gdynia
According to Polish law, port
authorities are obligated to
cede control of their operating
activities to private enterprises
through privatization.
The operating area should
therefore be private entities’ fields of activity,
whereas the port authority ought to remain
a landlord-port. At the moment, two important
companies, hitherto owned by the port
authority, are to be privatized in the second
half of 2009. Let us take a look at their offer
and facilities.
Every type of cargo is welcome
MTMG – the Maritime Bulk Terminal
Gdynia – operates as a universal terminal
and renders handling, storage, big-bagging
and sorting services related to any bulk
cargo in port – maritime trade. It handles
coal and coke, grain and fodder, ores, other
bulk and liquid cargo as well as general
cargo. The terminal comprises four quays:
Holenderskie, Szwedzkie, Śląskie and the
Southern Pier of Duńskie; the latter is dedicated
to handling liquid bulk cargo, including
3, 6, 8 and 9 class chemicals according
to the IMDG code. Basic data about the
quays are shown in Table 1. Additionally, the
Maritime Bulk Terminal also operates and
12 | Baltic Transport Journal | 3/2009
provides technical services on the Liquid
Fuel Berth, located on the breakwater. The
berth handles tankers of up to 210 m long,
with a draught up to 10.80 m.
Everything in one place
The Baltic General Cargo Terminal
Gdynia (BTDG) is a multi-modal port terminal
that renders services related to handling,
stowage and storage of steel products,
bagged cargo and also granite blocks,
heavylifts, oversized cargo and containers.
BTDG handles conventional general cargo
and ro-ro and sto-ro cargo.
A part of BTDG is dedicated to handling
ro-ro cargo and is located within Basin V
of the Port of Gdynia. The ro-ro terminal
comprises three modern ramps, new and
comprehensively reconstructed warehouses
as well as paved storage yards. The terminal
is equipped with modern handling facilities,
including a 45T quayside container
gantry crane, SISU truck-tractors, RT 60T
semi-trailers, a Clark and Kalmar 11.5 – 7T
stacking machine and 2 SISU15T reach
stackers. The most important facilities that
BTDG has to offer are:
• quays of 4.3 km length, minimum 8 m
and max. 13 m depth
• 3 ro-ro ramps (including one swinging
ramp),
• 125,000 m² of covered storage area,
• 120,000 m² of open storage yards, including
5,000 m² of sheds area (RT),
• bonded warehouse.
Taking into account all the abovementioned
facilities, one can say that there is no
need to move any activities to another site.
Everything a transport or logistics company
needs is here, in one place.
By putting its companies on the market,
the Port of Gdynia Authority aims at
maintaining the port’s public character
while creating innovative, dedicated cargo
handling and warehousing sites at the same
time. “It is not only revenues that we are
expecting from the privatization process,”
says Jan Lewko, Marketing and Development
Director at the Port of Gdynia Authority.
“Equally important is creating an
environment where technological and organizational
development will take place
– for the sake of the terminals as well as the
whole port.”
For further information about the legal
procedure and privatization, please visit
www.port.gdynia.pl.
Martyna Bildziukiewicz
Table 1. The quays in the Maritime Bulk Terminal Gdynia
Quay Length Maximum
draught
Storage area
Holenderskie Quay 500 m 12.8 m storage yards – 14,223 m²,
warehouse – 20,000 m3
Szwedzkie Quay 444 m 10.6 m storage yards – 8,197 m²,
two flat warehouses – 12,225 m²
Śląskie Quay 353 m 8.6 m storage yards – 21,209 m²
Southern Pier of
Duńskie Quay
170 m 9.5 m

BTJ Seminar: Coastal Poland
Invest in North West ............................................................................................................... 4
West Pomeranian region
Hot spot for logistics investments ..................................................................................... 5
An investor’s guide to Pomerania
Deepen your connection ...................................................................................................... 6
Szczecin & Świnoujście port complex
The port’s eco-friendly face ................................................................................................. 7
The Port of Police
A port for every kind of cargo ............................................................................................. 8
The Port of Gdańsk
A solid link in the supply chain ......................................................................................... 10
Baltic Container Terminal Gdynia
One stop… port ..................................................................................................................... 12
The Port of Gdynia
BTJ Calendar of partnership events ................................................................................ 16
What’s new ............................................................................................................................... 18
Just One Question: Still good alternative to road transport? ................................ 24
Short sea shipping
Where will the lifeblood flow? .......................................................................................... 26
Ttrends in BSR oil & gas transportation
From vision to action ........................................................................................................... 28
Baltic Master II
Report: Behind the ports ............................................................................. 29
Baltic Ports Organization Newsletter ......................................................... 34
Focus: Baltic shipyards ................................................................................ 37
Protecting merchant ships ................................................................................................. 40
Naval cooperation & guidance for shipping
A niche hub for the Baltic? ..................................................................................................42
Groningen Seaports are looking for partners
The dry freight and tanker market .................................................................................. 44
Strategies for the future ...................................................................................................... 46
Rail transport networks in the BSR
On standby mode ..................................................................................................................48
TransRussia impressions and more
Eco-driving .............................................................................................................................. 50
Soft measures for more sustainable road transport
Transport miscellany ............................................................................................................ 53
Who’s who ................................................................................................................................ 54
Contents
3/2009 | Baltic Transport Journal | 1

Editorial
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Baltic Transport
Journal
President of the Board
dorota sobieniecka
dorota@baltictransportjournal.com
Publishing Director
piotr trusiewicz
piotr@baltictransportjournal.com
Deputy Editor-in-Chief
martyna bildziukiewicz
martyna@baltictransportjournal.com
Contributing Writers
and Update Correspondents
marek błuś, stane božičnik, vladimir chernyshev,
alexandre dubois, michał gomerski, katja hanžič,
bartłomiej hapka, janusz kasprowicz,
mariusz kościelski, maciej matczak, manik mehta,
ryszard miler, błażej mykowski,
alison nissen, adam olesiejuk, barbara rogalska,
aneta sandecka, piotr b. stareńczak,
piotr trusiewicz, wojciech sobecki
English Language Editors
alison nissen, magda łutek
Design and DTP
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Art Director&Graphic Designer
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1 | Baltic Transport Journal | 3/2009
Dear Readers,
Promotion and marketing are far more important in difficult times. Therefore, Baltic Transport
Journal is proud to present you the new issue of our magazine, where we are focusing on showing
the multi-faceted offer of Polish ports, terminals and coastal regions. The issue accompanies
the BTJ Seminar, organized jointly with the Polish Ministry of Infrastructure and the Polish Embassy
in the United Kingdom. We are taking you on a trip to coastal Poland to show you how transport and
logistics enterprises can take advantage of the economic downturn. We remain loyal to our mission,
symbolized by the bridge on the cover of BTJ – to link companies and businesses, this time from two
sides of Europe: Poland and the United Kingdom.
As always, we are doing our best to have our fingers on the pulse of Baltic transport and logistics.
Among the articles worth recommending is the in-depth analysis and ranking of Baltic shipyards,
conducted by Marek Błuś – a very current topic, especially when taking into account the latest news
about the acquisition of the shipyards in Gdynia and Szczecin. Another hot topic on the agenda is oil
and gas transportation – Błażej Mykowski, inspired by the Trans-Port and Energy Seminar, shows
us the latest trends and possible directions of development in the industry.
In times of decreased traffic and reduced road transport costs, we asked the question how the
present economic situation can influence the discussion about the EU policy of shifting traffic from
road to sea. Can short sea shipping still be a true alternative to road haulage? Check what the experts
think about this in our Just One Question section.
As we have just come back from the Transport Logistic fair in Munich, we are very curious if our
impressions are similar to the ones of the TransRussia exhibitors. The latter, combined with deliberations
about the situation on the Russian rail freight market, are being offered by Vladimir Chernyshev
in his „On standby mode” article. Speaking of the railways, do not miss the article prepared by Alexandre
Dubois of Nordregio, highlighting the railway links in the Baltic Sea region.
The worst you could do in times like the ones we are experiencing now is to sit back and wait for
what is going to happen. Polish ports, terminals and coastal regions are aware of this and therefore on
BTJ’s orange pages you can read about their accomplishments and strategies for the future. I am deeply
convinced that the success of the BTJ Seminar, promoting the Polish maritime industry, will encourage
companies from the Baltic Sea region to invest in their marketing strategies for the sake of us all.
Company index
Dorota Sobieniecka
President of the Board
Baltic Press Sp. z o.o.
APM MØLLER-MAERSK 37-39, 53; Admiralteyskiye Shipyard 37-39; AIG/Lincoln 5; Air Baltic 22; Air Berlin 54; Amadeus
22; APL 10-11; APS Technology 19; Austrian Airlines 22; Avia Solutions 22; Aviation Industries Ilyushin 22; Baltiyskiy
Shipyard 37-39; BCL 18; BCT Gdynia 10-11; BLS Cargo 21; Bridgestone 4; Calsberg 4; Cargotec 4, 18; Cavotec 19; CEVA
Logistics 20; Chemical Plants Police 4, 7; CMA CGM 19; Conductix-Wampfler 19; ContainerTrans 32-33; CroisiEurope
34-35; CTL Logistics 32-33; CTS Transport 32-33; Damco 10-11; DB 21; DCT Gdańsk 5, 9, 18; Deutsche GVZ-Gesellschaft
30-31; DGG 30-31; DHL 10-11, 20; ERS Railways 32-33; Estonian Railways 32-33; Eurolog 32-33; European Rail Shuttle
32-33; Finnair 22, 54; Flensburger Shipyard 37-39; flyLAL 22; GAC Logistics 20; Gdańsk Lech Wałęsa Airport 10-11, 22;
Gdańsk Shipyard 37-39; Gdynia Shipyard 37-39; Gdynia-Kosakowo Airport 10-11; Green Cargo 21, 32-33; Grundfos 20;
Hamburg Süd 18; Hansa Shipping 18; Hapag-Lloyd 18, 54; HDW Gaarden Shipyard 37-39; Hellmann 10-11; Helsinki
Shipyard 37-39; Hupac 21, 32-33; ICF 32-33; ICTSI 10-11; IMCL/BCL 10-11, 18; Intercontainer 32-33; Iveco 50-51; JAS-
FBG 10-11; Karstensen Shipyard 37-39; Kombiverkehr 32-33; Kronospan 4; Kuehne&Nagel 10-11, 20, 32-33; LDZ Cargo
(Lithuanian Railways) 32-33; Lindenau Shipyard 37-39; Lisco 18; Lloyd’s Register Group 10-11; LM Glasfiber 4; Lokomotion
21; Lufthansa 22; MacGREGOR 18; Macquarie Group 8-9; Maersk Line 18; MAN 50-51; Marine Project Shipyard 37-
39; Megamar 53; Mercedes-Benz 50-51; Mid Cargo 32-33; MSC 10-11; Munich Airport 22; Nordic Hamburg Shipping
18; Northern Shipyard 37-39; NYK 18; Odense Steel Shipyard 37-39; OOCL 18; Panattoni 5; PCC Intermodal 21, 32-33;
Peene-Werft Shipyard 37-39; Peter Deilmann 34-35; PKP (Polish Railways) 32-33; Polet Airlines 22; Polzug 32-33; Port of
Antwerp 6, 8-9, 10-11; Port of Bremerhaven 10-11, 32-33, 54; Port of Dunkirk 8-9; Port of Esbjerg 18; Port of Gdańsk 8-9,
18, 32-33; Port of Gdańsk Cargo Logistics 8-9; Port of Gdynia 10-11, 12, 32-33; Port of Ghent 6, 8-9; Port of Göteborg
18; Port of Hamburg 6, 10-11; Port of Kaliningrad 10-11; Port of Klaipeda 8-9, 10-11, 32-33; Port of Kotka 10-11; Port of
Lübeck 32-33; Port of Odessa 32-33; Port of Police 7; Port of Riga 8-9; Port of Rostock 32-33; Port of Rotterdam 10-11,
18, 19, 32-33, 42; Port of Stralsund 34-35; Port of Szczecin 10-11; Port of Ust-Luga 26-27; Port of Ylyichevsk 32-33; Port
of Zeebrugge 10-11; ProLogis 5; Rauma Shipyard 37-39; Renault 50-51; Riga Airport 22; Rohling 10-11; Rongcheng
Shenfei Shipbuilding 18; Royal Greenland 4; RTC 21; Ryanair 22; RŻD (Russian Railways) 21, 32-33; SAS 22; Schenker
10-11; Scylla Tours 34-35; Sea Chef Cuises 34-35; Sea Invest 8-9; STX Europe 37-39; Swedwood 4; Swiss Airlines 22;
SWS Seehafen Stralsund 34-35; Szczecin & Świnoujście port complex 4, 6, 19; Szczecin New Shipyard 37-39; Tallink 18;
Team Lines 10-11; TransContainer 32-33; TransRussia 48-49; Turku Shipyard 37-39; UECC 10-11; Viking Croisers 34-35;
Volkswerft Shipyard 37-39; VR-Cargo 32-33; Wadan Shipyard 37-39; WWL 20; ZIM 18.

BTJ calendar of partnership events 2009
BTJ 3/2009 (May-Jun edition)
Issue distributed at:
BTJ Seminar: Coastal Poland
ports, terminals, logistics centres
3 June 2009, UK/London
www.baltictransportjournal.com
Nor-Shipping 2009
Expo & Conference
9-12 June 2009, NO/Oslo
www.nor-shipping.no
TOC Europe 2009
Expo & Conference
16-18 June 2009, DE/Bremen
www.tocevents-europe.com
BTJ 4/2009 (July-Aug edition)
Issue distributed at:
Baltexpo 2009 Exhibition
1-3 September 2009, PL/Gdańsk
www.baltexpo.eu
BPO XII General Assembly
3-4 September 2009, DK/Aarhus
www.bpoports.com
Airports 2009 Conference
24-25 September 2009, PL/Warsaw
www.actiaconferences.com
CEE Air Cargo 2009 Conference
9 October 2009, PL/Warsaw
www.easteurolink.co.uk
BTJ 5/2009 (Sept-Oct edition)
Issue distributed at:
TRAKO 2009 Expo
14-16 October 2009, PL/Gdańsk
www.mtgsa.pl
Baltic Ro-Ro & Ferry
Conference 2009
October/November 2009, tba/tba
www.actiaconferences.com
Global Shipping Summit China
November 2009, China/Dalian
http://en.shippingchina.com
Intermodal 2009
Expo & Conference
3-5 November 2009, ES/Valencia
www.intermodal-events.com
TLS Congress 2009
24-25 November 2009, HU/Budapest
www.tls-congress.com
BTJ 6/2009 (Nov-Dec edition)
* to be announced
Dates and places of the events are subject to be changed by the organizing parties.
1 | Baltic Transport Journal | 3/2009
Special Report: Behind the ports
Focus on: The Baltic shipyards
The BTJ seminar reflecting one of our core roles – promoting transport companies from the Baltic region
worldwide. We have gathered the main Polish ports, a leading container terminal and northern Poland’s
regional authorities to present their business offers in the TFL sector. We chose London, Europe’s centre
for international shipping and financial/investment services. The event is co-organised by the Embassy of
the Republic of Poland in London and held in place, under the honorary patronage of the Polish Ministry of
Infrastructure.
One of the most important bi-annual meeting places of the global maritime industry and much more than
just an ordinary expo and conference. With a long and rich history Norway Trade Fair’s fundamental aim
is to create business opportunities, and with over 800 exhibitors and more than 13,000 visitors (2007) the
numbers clearly speak for themselves.
This year’s Terminal Operations Conference and Exhibition moves to Bremen. Following 2008’s figures with
2,500 attendants and 133 exhibitors demonstrating their products and innovations, one needs to expect a
spectacular event, not only for the seaports/terminals and shipping industry, but the whole supply chain
management.
Special Report on: Baltic maritime transport
Focus on: Aviation market
The jubilee 15 th International Shipbuilding and Shipping Exhibition Baltexpo 2009 comprising the trade fair
and the conference, will traditionally cover shipbuilding/ship-repair topics as well as equipment and services
for the industry.
Fifty major Baltic seaports’ annual meeting and a conference gathering executives from ports, port-related
industries, international organisations, members of the EP, consulting companies, academia and professional
media. Co-organised by The Port of Aarhus.
The fifth edition of the international aviation conference, a well-known event for all kinds of air transport
business in Poland and the CEE market. Delegates from various European countries will deal with the challenges
of passenger/cargo traffic slowdown in the region’s airports.
Entering its 2 nd year, the conference is addressing the most current issues for the Central and Eastern European
air industry, like the financial crisis, practical advice and cost saving strategies, assessing ways to stimulate
air cargo traffic growth and examining profitability of the cargo/parcel forwarding airlines.
Special Report on: Railway transport & infrastructure
Focus on: Ro-ro & ferry market
The most prestigious rail industry meeting in Poland and one of the largest in Central and Eastern Europe.
A nice opportunity to promote rail transport, freight forwarding and logistics, present the latest technologies
and hold business meetings. The event is organized in partnership with Polish State Railways (PKP S.A.)
and accompanied by an extensive programme of seminars, conferences & company presentations.
The event concentrating on ro-ro, ro-pax and con-ro traffic on the Baltic Sea, giving a thorough insight
to shipping/port/hinterland matters, actual trends in vessels technology and ro-ro shipping’s role in the
regional logistics network.
The 4th edition of the grand event gathering giants from shipping companies, ports, freight forwarders,
traders, investment and financial institutions, IT business and government officials, both from China and
abroad. Last year more than 1,600 delegates from over 27 countries joined this event to exchange ideas and
experiences, build up business relationships, create new industry patterns and establish new cooperations.
The world’s leading intermodal event comprised of a comprehensive exhibition and a conference held
uninterruptedly for 34 years. As usual, expect over 100 exhibitors and more than 30 acclaimed speakers.
A must attend for professionals involved in the container business.
The TLS Congress for Central and Eastern Europe is once again inviting you for a discussion and networking
with Europe’s leading companies on the latest strategies, initiatives and developments with regard to
transportation, logistics and warehousing in the EU.
Special Report on: BSR containerization
Focus on: Road transport & infrastructure

What’s new?
Maritime
AS Tallink Grupp has announced the results
in its traffic level during April 2009 in
comparison to the same period a year ago.
Passengers’ traffic increased by 25.3% and
reached 621 674 persons. Such an increase
was caused by the Easter holidays, celebrated
later than last year (March). The highest volume
of traffic was observed on the route
Latvia – Sweden. Tallink Grupp also transported
more passenger vehicles (increase by
50.2 %), but less cargo units (decrease by
33.4%), when compared to April 2008. The
company introduced new vessels of a higher
capacity to operate on almost all its routes.
MacGREGOR, part of Cargotec Corporation,
a company providing ’cargo handling
services for ships, will implement a major
order for two German ship owners. The
company will deliver two types of cranes
(electro-hydraulic and cylinder luffing) and
lift-away hatch covers for six 3,100 TEU
container ships, which are currently under
construction at the Chinese shipyard of
Rongcheng Shenfei Shipbuilding Co
Ltd. Four vessels were ordered by Nordic
Hamburg Shipping NHS GmbH & Co.
KG and two others by Hansa Shipping
GmbH & Co. KG. The whole order will cost
over EUR 10 mln and delivery will be completed
between 2010 and 2012.
Atlantic Express Service (ATX) will soon be
operated by a larger than present, united
group of shipping companies. Currently, it
is operated by the Grand Alliance members
(Hapag – Lloyd, Nippon Yusen
Kaisha – NYK and Orient Overseas
Container Line – OOCL) together with
ZIM Integrated Shipping Service. After
the agreement receives FMC approval, the
third operator will be Hamburg Süd. The
port rotation will remain as it is: Rotterdam-
Hamburg-Le Havre-Southampton-New
York-Norfolk-Charleston-Rotterdam.
The new ferry – Lisco Maxima – began
to operate on the route between Kiel and
Klaipėda on 12th of May. It is the largest
ferry sailing under the flag of Lithuania and
replaced the older one – Lisco Optima.
New vesel’s capacity is 2,500 lane meters
for trucks and trailers, she can carry up to
600 passengers (previous one could take
325 persons). The journey takes 21 hours.
Six departures a week have made this service
the most important ferry connection
between Germany and the Baltic states.
1 | Baltic Transport Journal | 3/2009
Stepping into a new phase
In order to develop the position of the
largest port in the Nordic region and a
transit hub for the Baltic region and Russia,
the Göteborg Executive Board has supported
a proposal to divide the port into
the port authority and three terminal companies.
This decision will open the doors
On the route from Gdańsk to Rotterdam
IMCL – Inter Marine Container Lines –
one of the biggest container operators on the Baltic
announced starting a new connection from
DCT Gdańsk to Rotterdam. IMCL started cooperation
with DCT in December 2007. During
that time, the company offered one call a week to
the ports of Hamburg and Bremerhaven. Starting
from May 2009, IMCL provides two calls of one
ship to Rotterdam/Hamburg, while the weekly
call to Hamburg will still be maintained. The vessel
that operates on the new route is BCL Iwona
(672 TEU) and she departs from DCT Gdańsk
every Saturday. Firstly, the ship will call at two
terminals in Rotterdam: ECT Delta Dedicated
West (DDW) and ECT Delta Dedicated North
(DDN) every Tuesday/ Wednesday. Additionally,
the ship will also call at Hamburg. Nakis Kassos,
Photo: BCT Gdynia
Learning from the best
TOC Europe 2009 will take place in
Bremen, Germany, 16-18 June. The conference
is accompanied by the trade fair with
over 120 exhibitors, giving a nice opportunity
to learn about strategic business development
and practical operational issues within terminal
cargo handling. “The conference programme
will focus on the economic downturn
and other pertinent issues facing the industry,”
pointed Paul Holloway, Event Director
of TOC Events Worldwide. Sharing ideas on
how to manage in difficult times should not
for private terminal operators. “I regard
the decision as a natural progression. The
Port Authority can now focus entirely on
developing Göteborg as a marketplace and
freight hub and reinforce its role as the leading
port in the Nordic region,” said Magnus
Kårestedt, CEO of the Port of Göteborg.
General Manager of IMCL, said, “Cooperation
with DCT Gdańsk has always been excellent.
From the very beginning we have offered a direct
route from DCT to Hamburg and Bremerhaven.
We are convinced that this connection
with the Rotterdam port will create new possibilities
for all clients on this evolving market.”
IMCL was established on Cyprus in 1996.
The company provides shipment delivery services
for many operators from Northern Europe up to
the Baltic Sea. In 2007 the company acquired the
Polish operator – Baltic Container Lines (BCL),
creating one of the biggest container service operators
on the Baltic. Its fleet operates between German,
Polish and Lithuanian ports. It has also recently
started up a new connection on the route to
Esbjerg in Denmark.
dominate the 33rd TOC meeting. Equally
important are new strategies, equipment procurement,
asset and risk management that
will be presented by top industry leaders, like
Dries van Dongen of Maersk Line, Markus
Pressdee of Credit Suisse or Ghislain Lorthiois
of CMA CGM Terminal Link. This year the
attendees will have the chance to participate
in some workshops for free. Leading industry
suppliers, like APS Technology, ABB and
Conductix Wampfler will present their new
cost-efficient products and services.

One yacht, one man, one ocean
Photo: Paweł Czekała
A single-handed non-stop yacht race
across the Atlantic Ocean with no outside
assistance allowed, is the challenge by a
famous Polish sailor, Cpt. Jarosław Kaczorowski.
The Artemis Transat regatta starts
in 2012 from Plymouth (UK), heading to
Boston (USA), but first requires pre-qualification.
Cpt. Kaczorowski is now looking
for partners for a two year sponsorship
programme throughout Europe with national
& international media broadcast on
TV, radio, press and the internet. The sponsorship
proposition involves branding the
yacht and sails, the yachtsman’s and support
team outfits, the team car and official
website as well as product endorsement.
The Artemis Transat race, known until
2004 as the OSTAR, is the oldest solo race
in history which has grown the greatest sailing
legends over the last four decades, like
Tabarly, Birch, Peyron, Joyon and MacArthur,
to name a few. Jarosław Kaczorowski became
the Polish Champion when he was only 11.
He also was twice the World Champion in
Micro Class and the winner of Mackinac
Race in PHRF A (1999), the 1st place taker
with „Łódka Bols” in Sydney-Hobart Race
(2001) and the captain of this huge racing
yacht in 2002-2003. In 2007 Cpt. Kaczorowski
took part in the Mini Transat, a single-handed
regatta across the Atlantic from
France to Brazil, on a very small (6.50 m)
and fast (up to 20 knots) boat. He finished
at 19th place out of the total 89 competitors.
He was then honoured a prestigious title
of “The Sailor Of The Year” in Poland
Maritime
What’s new?
Port of Rotterdam authorities have
presented their European agenda for
2009-2014, “Working together on Europe”.
The brochure consists of three policy
themes: Space for the Future, Accessibility
and Sustainability and contains fifteen practical
recommendations for further development
of the port sector in the EU. The areas
requiring attention firstly are: a strong and
integrated transport and port policy, high
quality hinterland connections, a realistic
environmental policy, preventing protectionism
and promoting free world trade.
The Polish Port of Szczecin has been
chosen by Sail Training International to
be a Presenting Sponsor of the Tall Ships
Races for a period of four years. Szczecin
will host the Tall Ships Races in 2013,
the city’s logo will be presented on the
races’ official symbol. STI has chosen this
city because its authorities pay special attention
to maritime interests and young
people. Szczecin successfully hosted the
guests from all over the world during the
final of races in 2007.
3/2009 | Baltic Transport Journal | 1

What’s new?
Logistics
GAC has set up a new company in Norway
and opened a business development office
in Oslo to meet the needs of the country’s
energy sector. GAC Logistics (Norway) focuses
on the energy industry’s air, sea and
road transportation needs and serves the
whole of Norway. Ahmet Özsoy, managing
director of GAC Logistics (Norway), also
heads GAC-ORO – the company formed
by the acquisition of Norwegian shipping
company, Ole R Olsen, in 2007. In addition
to project logistics, ship logistics and
freight forwarding services, GAC Logistics
(Norway) also provides warehousing and
distribution services.
Grundfos and CEVA Logistics have
signed a new contract for spare parts logistics
support. The partnership between
CEVA and the pump manufacturer began
in 2004, and encompassed warehousing
services for the spare parts, handling of
inbound flows into Europe and preparation
of the outbound flows. CEVA’s Site in
Eindhoven, the Netherlands, will continue
to act as the European Distribution Centre
for the spare parts flows to Grundfos’
European and intercontinental customers.
Other news is that CEVA Logistics and
Wärtsilä are expanding their partnership.
CEVA Logistics will manage Wärtsilä’s
new central distribution centre in the
Netherlands. CEVA has been managing
spare parts transportation and deliveries
to Wärtsilä’s European warehouses and
international customers since September
2008. Now it will manage Wärtsilä’s existing
Netherlands warehouse in Zwolle and
assist in planning the new distribution
centre, which is scheduled to be fully on
stream by 2011.
Wallenius Wilhelmsen Logistics (WWL)
opened a flagship European Vehicle
Processing Centre (VPC) in Zeebrugge, Belgium.
The company invested over EUR 8.5
mln to develop two eco-friendly VPC’s. The
new VPC is complemented by a recently
opened facility dedicated to handling high
and heavy ro-ro equipment. The technical
services complex incorporates a biological
water recycling system, extra insulation
and other energy service measures to ensure
its low ecological footprint. The company
assumes that the trading conditions
of Q1 2009 will persist through the rest of
the year, although the recent stabilisation
in express is a welcomed situation.
20 | Baltic Transport Journal | 3/2009
Deutsche Post DHL’s profit plunged
Germany’s Deutsche Post DHL reported
that its first quarter operating profit crashed
95% from a year ago mainly due to the cost of
shuttering its U.S. domestic express delivery
service. Deutsche Post CEO Frank Appel said
declines in air and ocean freight volumes caused
by the global economic recession may be bottoming
out. “Our international express shipments
stabilized in March, and April’s figures
seem to point in a similar direction,” Appel said.
“In terms of air freight volumes, we have been
seeing a monthly improvement since January,
and we even experienced an increase in March,
compared with last year in ocean freight.”
“However, momentary developments
should not hide the fact that the shipping
volume still remains far below the previous
year’s level in most areas,” he cautioned.
Deutsche Post said it will likely reach
its target of cutting non-operating costs
by $1.33 billion by the end of 2010, sooner
than planned. It is re-organizing its express
and mail divisions to further cut costs, and
shifting mail shipments from air to ground
Kuehne+Nagel’s cost-cutting program pays off
Photo: Kühne+Nagel
Kuehne+Nagel managed to increase its
sales activities to counteract the recession-related
volume decline by leveraging an effective
cost-cutting program. Compared with
the prior year period, turnover dropped by
19.2% to CHF 4.29 billion in Q1 2009. In the
global sea freight market, the negative trend
from the fourth quarter of 2008 continued,
although K+N gained additional market share
in March. The result was a 13% drop in Q1 volumes,
which was less than the market average.
However, strict cost management enabled the
company to produce an operational result only
4.7% below the one in 2008.
The air freight business was particularly hit
hard by the recession, with the global market
transportation. It may postpone salary increases
and extend working hours.
Express revenue fell by 25.9% to USD 3.3
billion in the first quarter as time-definite
shipments declined by 13.3%.
Due to restructuring costs in the United
States, the express division swung to an operating
loss of USD 521 million from a yearearlier
profit of USD 10.6 million.
Outside the U.S., underlying express earnings
fell to USD 88 mln from USD 305 mln in
the first three months of 2008.
Global freight forwarding revenue
slumped 18.2% to USD 2.55 billion, due
largely to a 26.2% drop in air freight volumes.
Ocean container shipments fell ten percent
compared with a market decline of 16%.
Forwarding and corporate freight earnings
slipped to USD 59.8 million from USD 103.7
million.
Deutsche Post said declines in overall
operating earnings excluding one off items
should be “significantly lower” in the next
three quarters.
dropping more than 20% from the previous
year. Again, strict cost control and substantial
new business gains mitigated an impact on
K+N’s performance. Thus, despite an overall
volume decline of 17.9% compared to the previous
year, the operational result decreased by
only 10.3%.
In the first quarter of 2009, demand in European
road transport weakened further, with
volumes in Germany dropping by 20% in the
first two months of the year. The improved
network capacity utilisation and substantial
cost reduction could not compensate for this
volume decline. The 31.4% increase in gross
profit is primarily due to the consolidation of
the French Alloin Group in the Kuehne+Nagel
Group’s financials from January 1st. The operational
result was 45.5% lower than that of the
prior year period.
Kuehne+Nagel compensated for the continued
decline in the global contract logistics
market with new business, and counteracted
high fixed costs and insufficient warehouse
utilisation through stringent cost management
and workforce reductions. Nevertheless, the
operational result dropped by 21.3%. According
to CEO Reinhard Lange, it is impossible to
predict when the global economy will recover,
therefore K+N will adhere to its dual strategy
of rigorous cost control with a commitment to
market share expansion.

From North to South
Photo: Kühne+Nagel
DB Intermodal now offers its customers a
consistent and cycled intermodal transportation
concept from the Nordic countries via
Germany to southern Italy. “Our customers increasingly
expect solutions that combine costeffectiveness
with environmental protection.
A cry for help
More than 20 chief executives of private
and state-owned European rail freight companies
have proclaimed a joint declaration, urging
the EU and national governments to introduce
concrete measures supporting the railways’ efforts
to cope with the effects of the crisis on
their business. According to the data collected
by the Community of European Railway and
Infrastructure Companies (CER), the economic
downturn has had a major impact on railways
since the last quarter of 2008. Rail freight traffic
in the EU in January 2009 declined by 36%,
compared to the previous year. “Some railways
have only limited investment programs to cut
DB Intermodal CEO Hans-Georg Werner
said: “Our intermodal transportation services
in Europe, with the environmentally friendly
rail transportation as the backbone, provide
the right answer. DB Intermodal helps to
avoid 1.3 mln tons of carbon emissions year
after year, and at the same time, it considerably
improves our customers’ carbon footprint.”
Overall, DB Intermodal provides 500
trains per week on this route and thus transports
roughly 130,000 tons of freight by rail.
Hupac Director Bernhard Kunz commented:
“As one of the leading European operators,
we have developed the link between
Sweden and northern Italy via the Big Belt in
cooperation with DB Intermodal. This provides
a direct link between the Swedish network
and Italy via our Danish gateway Taulov.
The synergies resulting from the cooperation
with DB Intermodal have provided a major
impetus for us to market daily services.”
DB Intermodal produces the services on
the route in close cooperation with the traction
service providers DB Schenker Rail, Green
Cargo, BLS Cargo, RTC and Lokomotion.
and are poorly placed to find new sources of
funding. They are therefore laying off staff. This
could accelerate the vicious circle of decline
that railways, particularly in Central and Eastern
Europe, have experienced over the past few
years.”, said Mr. Johannes Ludewig, CER Executive
Director. The declaration outlines desirable
measures to counter these issues. The first is to
decrease energy prices and track access charges.
The declaration also proposes infrastructure investments
to remove bottlenecks and enhance
infrastructure capacity. Rail companies are also
asking for support to meet the legislative demand
to reduce noise pollution.
See us at
Stand A1-39
Overland
What’s new?
Vladimir Yakunin, President of the Russian
Railways, announced that his company will
invest RUB 2 bln (EUR 46 mln) in developing
new RIC coaches for RZD’s international
routes this year. “This will be the first time
in the history of Russian coach building that
coaches for international routes satisfying all
international requirements and standards
will be made in Russia,” said Mr. Yakunin. The
RIC coaches are to be developed and produced
at the Tver Coach Works. Russian Railways
operates services to 16 European and
Asian countries and provides through trains
and coaches on 61 international routes.
PCC Intermodal S.A. is going public. The
company has published it’s Issue Prospectus
which was approved by the Polish Financial
Supervision Authority. The opening
of the Public Offer is planned on September
2009. The company is going to receive
from the stock-market about PLN 27 mln
(approx. EUR 7 mln) for its development.
PCC Intermodal is systematically increasing
its transport volumes. In 2008 it handled
81.2 thousand TEU, which is 262% more
than one year before.
Despite the plummeting traffic in the fourth
quarter of 2008, combi operator Hupac
maintained a growth of 1.8% and reported
an annual profit of CHF 2.8 mln (EUR 1.84
mln) for 2008. The international exchange of
goods in Europe, which has fallen by more
than 20%, is having a very negative impact
on combined transport. As a result operators
are abandoning unfeasible connections
and the combi network in Europe is thinning
out. Hupac, however, is relying on continuity.
“As one of Europe’s leading combi
operators, we aim to stand our ground even
in the crisis,” emphasized Bernhard Kunz,
MD of Hupac.
3/2009 | Baltic Transport Journal | 21

What’s new?
Aviation
Ryanairistoaddtwomoreconnectionsfrom
Gdańsk Lech Wałęsa Airport. The low fare
carrier has decided to fly this summer from
Gdańsk to Bremen and Alicante. According to
Laszlo Tamás from Ryanair, it would be a great
possibility to “face the crisis” and a chance for
325 people from the Pomeranian region to
keep their jobs. The carrier expects to serve
through its six connections over 325 000 passengers
this year from Gdańsk Airport.
Finnair has successfully adopted the
Amadeus Altéa platform. The new generation
technology, which includes inter
alia a departure control system and a multichannel
self-service check-in will definitely
improve the company’s capabilities. “The
migration of our departure control system
is the last step in a strategic project that will
strengthen our business. Our operations
spanning Europe and Asia require systems
that easily and quickly adjust to new market
demands,” says Finnair’s Tom Källström,
VP e-business development.
On 29 April, Air Baltic held an international
conference on global trends in the aviation
industry in Riga. The title of the conference
was “Going to the North Hub Riga” and focused
on air traffic in the Baltic region and the
development of Riga as an important air traffic
centre. The conference gathered aviation
leaders, government representatives from
the European Union and international media
representatives, who exchanged views and
experiences related to the direction in which
the industry is headed. Subject matters at the
conference were the global trends in the aviation
industry, EU and regional co-operation
in aviation, legislative developments, passenger
flows, airport construction and renewal
in Riga and the exchange of experiences
among airports and airlines. Emphasis was
given to the future of competitive hubs in the
industry, as Riga is being developed as a hub
for the north-eastern region of Europe.
SAS and its partners Lufthansa, Swiss and
Austrian Airlines have secured a procurementcontractwiththeSwedishgovernment
for international travel. The purchasing process
was conducted by the Swedish Armed
Forces Logistics, SWAFLOG, and applies
to all government agencies, departments,
institutes of higher education and universities.
For SAS, the agreement is valued at SEK
190 mln (EUR 18 mln), with a potential for
twice this amount.
22 | Baltic Transport Journal | 3/2009
Photo: Kühne+Nagel
The bankrupt’s new clothes
The owners of the now bankrupt airline flyLAL have decided to start a new business outside
Lithuania. Avia Solutions Group, the new aviation company, which in fact has only changed its
name, is now registered in Estonia. The assumption is that the carrier will operate between Estonia
and Europe, Asia and Africa. “It will become our key competitive advantage in the European
region, in Eastern countries and on the global market, which we will focus on from now on,” said
Avia Solutions Group CEO, Linas Dovydenas. According to company information, consolidated
revenues of the group are seen reaching some LTL 400 mln (EUR 115.94 mln) this year. The airline
wants to carry at least 90,000 passengers and gain a profit of more than EEK 1.5 mln (EUR 96,000).
In order to verify these very optimistic expectations, we will have to wait until the end of the year.
Do ”flying giants” conquer the market?
Polet Airlines, one of the most important companies on the air transportation market, specialized
in heavy and oversized cargo, have acquired three new IL-96-400Т. These long range,
wide body aircraft, are new constructions manufactured in Russia. Their declared characteristics
such as fuel efficiency, payload factor, cargo compartment volume make it an attractive product
in most market segments. In particular, the fuel consumption by IL-96-400T is some 30% lower
than the Boeing-747-400F. The cargo hold volume is over 770 cbm. The aircraft have been leased
from Ilyushin Finance Co. and will start to operate in autumn 2009. Furthermore, the aircraft
fleet will be extended by the acquisition of three additional IL-96-400Т aircraft in 2010-2011.
Polet Airlines have acquired their main operation base for regular flights at Munich Airport. It
is planned to operate flights serving the key hubs at different world regions including Europe.
ELFAA protests against rising APD
ELFAA (The European Low Fares Airline Association) in an official statement appealed
to the UK government to limit the tax burden on the industry by removing the Air Passenger
Duty (APD) or, at the very least, scrap the proposed increases in APD that are due to take effect
on 1 November 2009 and 2010. For business class passengers travelling on long-haul flights to
destinations in Asia and Australia, this will mean an increase from the current rate of £80 to
£110 in November this year, and £170 in 2010, a hike of over 110 per cent in two years. Longhaul
economy passengers will be equally as hard hit, by increasing from £40 today, to £60 come
November, and £85 in November 2010. “Taxing transport, which facilitates international trade,
investment and other economic activity, doesn’t make any sense whatsoever at this point of
the economic cycle. Governments throughout Europe have woken up to the fact that aviation
is crucial in pulling us out of the recession,” said John Hanlon, ELFAA Secretary General.

Just one question
Short sea shipping
Still good alternative to road transport?
SSS is an already established form of moving goods in the Baltic Sea region and the whole of Europe. It is more reliable than road
transport – but slower. It is more eco-friendly – but not able to deliver door-to-door. The European Union has put a lot of effort to put
the cargo from wheel to keel, but is shipping still a good alternative to road haulage in the current conditions?
2 | Baltic Transport Journal | 3/2009
Willy de Decker
Market Prospector
Shortsea Promotion Centre Flanders/Belgium
The mission of the Shortsea Promotion Centre is to include shortsea as a sustainable part in the intermodal transport chain. We are
looking for cooperation and synergy with other transport modes (inland navigation, road and rail). For the past 3-4 years the bigger
road haulier companies have been profiling themselves as “multimodal providers” instead of just roadhauliers, demanding party for
multimodal concepts, i.e. with ro-ro shortsea services, as they also are confronted with congestion on the roads, taxes, Maut, drive/
rest regulations etc. Therefore, the road is definitely not the enemy, but a partner and target group of SSS. The previous strict “modal
shift” required by the European Community has been replaced by “co-modality” where every transport mode in the transport chain
is judged on its own merits.
Markus Heinen
Project Manager
ShortSeaShipping Inland Waterway Promotion Center, Bonn, Germany
The longer the distance and the more voluminous/greater the amount of goods, the more sensible is shortsea transport. The most
important benefits of SSS are a reduction in cost and fixed schedules. Moreover, by using shortsea shipping you shift haulage of
the road and generate capacities for passenger traffic. Road transport is becoming more and more unreliable due to lack of truck
drivers, increasing fuel prices and toll, ban on HGVs driving on Sundays. However, if inventory carry costs are increasingly high,
one has to prefer road transport due to longer durations/transit times. Road haulage cannot be excluded from European supply
chains. A non-discriminating approach of the common carrier is necessary to optimize a transport system, so that one can benefit
from the advantages of each transport mode.
Ulf Sandevärn
Marketing Manager
Port of Karlshamn, Sweden
One of the biggest advantages of short sea shipping is its eco-friendliness, incomparably higher than in the case of the road transport.
Furthermore, the latter is far more vulnerable to various rules and regulations, such as the ban for driving on Sundays as well
as environmental laws. The level of reliability of shipping is, of course, much higher than in case of road transport. The idea of short
sea shipping is in line with the EU philosophy of moving traffic from road to sea; the port of Karlshamn has been strongly supporting
this idea, for example by setting up a joint Motorways of the Sea project together with the port of Klaipėda.

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Maritime
Trends in BSR oil & gas transportation
Where will the lifeblood flow?
Oil and gas continue to be the lifeblood of the world’s economy
and the most often traded resources. In this issue we answer the
question how does its flow influence traffic on the Baltic Sea.
The issue of transporting gas and
oil is very complex and definitely
worth a long discussion. Therefore,
Actia Forum organized a
conference dedicated to the topic.
In April, experts, policy makers
as well as business representatives gathered in
Gdańsk at the Trans-Port and Energy Seminar,
debating on changes in the global exchange of
energy materials, oil and gas transportation as
well as petrol products logistics.
The total demand for oil in Europe is estimated
to be around 700 mln tons. Due to
the scarcity of this resource in the BSR, 88%
of the demand has to be satisfied by imports.
Over 30% of them come from Russia, which
has always been the greatest exporter of crude
oil in the region. In 2007, its output reached
2 | Baltic Transport Journal | 3/2009
490 mln tons; over a half has been exported,
mostly to Europe. In order to reach its destination,
Russian oil can be transported by three
major channels: the Black Sea, the Druzhba
pipeline or the Baltic Sea.
By pipe or sea
Historically, Russian oil has been exported
mostly by a cheap and efficient system
of pipelines but recently more pressure has
been put on the development of other means
of distribution. Already 75 mln tons are
shipped every year via the flagship Primorsk
port near St. Petersburg, which is capable of
berthing huge Baltimax tankers. The volume
could be doubled but pipeline capacity to the
port keeps exports constrained. That is why
Russia has taken the decision to build the new
BPS II pipeline, which would connect Unecha
and the recently built port in Ust-Luga.
Transneft, the Russian state-owned business
responsible for national oil pipelines, expects
the construction to finish in the 3rd quarter
of 2012, but other parties doubt their plans
Marek Litka, the Vice-President of PERN
“Przyjaźń” S.A. Management Board, said,
“The Russians are sure they will build this
pipeline, we however, are quite sure they will
not.” Should BPS II be built, it could increase
the volume of oil exported via the Baltic Sea
by 30 – 50 mln tons. To further diversify its
export markets Russia is building a pipeline,
which will connect Taishet and Nakhodka. It
is planned to reach a throughput of 80 mln
tons and will open the Pacific market to Russian
oil. The project is partially financed by
a loan granted by the Bank of China and involves
an agreement, which names China as
the preferred buyer of oil. It is scheduled for
completion in December 2009.

Political and environmental threats
These projects would highly increase the
elasticity of Russian oil exports and probably reduce
the significance of the Northern Druzhba
pipeline which is the most important source of
supply for Poland and Eastern Germany. This
fact would give Russia not only a higher bargaining
power, but also a possibility to use oil as
a means of political pressure on CEE countries
more efficiently.
Ecological hazards are also involved. Liquid
cargos contribute 44% of the total maritime
transport in the BSR. An increase in volumes exported
via the Baltic Sea by 30-50 mln tons would
result in greater traffic. We also have to bear in
mind that shifting oil exports from the Northern
Druzhba pipeline would force Polish companies
to seek other sources of supply and in turn result
in a substantial increase (even by 20 mln tons)
in volumes handled at Naftoport in Gdańsk. This
would add to the congestion in the Baltic. “On
average, two large tankers leave Primorsk every
day. More ships on the Baltic Sea could lead to an
environmental catastrophe,” concluded Litka.
Liquid Natural Gas
Another resource about to get seaborne in
the BSR is natural gas. Recent disruptions in
the delivery of Russian gas have forced CEE
countries to consider other sources of supply.
LNG is the answer to this problem as it can
easily be transported by sea. Today Europe
imports 90% of its natural gas from Norway,
Algeria and Russia, but LNG projects will open
our market to other producers. Although due
to the high cost of transport LNG continues to
be a lot more expensive than pipeline gas, diversification
of supply seems to be worth the
price. Already several BSR countries are planning
to build gas terminals in their ports.
The Świnoujście LNG Terminal in Poland,
which is an answer to the Nord Stream pipeline
built by Russia and Germany, is scheduled
for completion in 2014. This project has
a very long history. The terminal was initially
planned to be placed in Gdańsk but a feasibility
study performed in January 2007 revealed
that Świnoujście is a much better location.
The key factor that led to this conclusion was
time. It turned out that legal issues connected
with obtaining land for the terminal in Gdańsk
would cause unacceptable delays. The project
has the full support of the Polish government
and the parliament has adopted a special act
to shorten the time of its construction. “This
will be a completely new port,” says Sławomir
Nitras, a member of the Parliamentary Committee
of the Treasury. “The Prime Minister
Maritime
welcomed the idea of building not one, but six
gas receiving posts”.
Sweden is also building its own LNG terminal
in Nynäshamn near Stockholm. It is going
to be constructed by NCC Construction
Sweden AB. The terminal will be the first of its
type in the country and will facilitate the utilization
of natural gas in Central Sweden. The
natural gas will replace petroleum for city-gas
production in Stockholm and the Nynäs refinery
will use the natural gas in its production
of hydrogen gas. The total value of the project,
which includes the construction of an LNG
tank awarded to Cryo AB, will be about SEK
275 mln (EUR 26.3 mln). It is scheduled for
completion in May 2011.
In the next few years we will probably observe
a significant increase in oil and gas transportation
on the Baltic Sea. Russia’s efforts to
diversify its export markets and its well-known
practices of using oil and gas as a tool of political
influence will force the CEE countries to
seek other sources of supply. Most of them will
have no other option but to import these resources
by sea. The growing popularity of LNG
will add further ships to the overall traffic. The
question is, how much more traffic can the Baltic
Sea take?
Błażej Mykowski
3/2009 | Baltic Transport Journal | 2

Baltic Master II
From vision to action
The Baltic Sea’s natural environment is fragile due to the limited
water flow from the Atlantic and subsequent slow water exchange.
The impact of an oil spill could be disastrous and it is safe to assume
the coastal and local regions will be most heavily impacted.
With this assumption in mind, it seems most appropriate to consider
these issues also from a local and regional perspective.
Photo: Swedish Civil Contingencies Agency
Maritime
In 2005, the Baltic Sea was officially
announced as a Particularly Sensitive
Sea Area (PSSA), an area that needs
special protection through the action
of IMO (International Maritime Organisation)
and is prone to damage by
international maritime activities which may
influence various socioeconomic and environmental
aspects of Baltic life.
The predecessor…
All these aspects were analysed in the international,
EU-funded project Baltic Master
which was completed in 2007. The project delivered,
among other results, the Baltic Master
Action Plan. It describes measures for a safe and
clean Baltic Sea and contains recommendations
such as proactive on-land contingency planning,
enforcement of current safety regulations
and development potentials of coastal management.
The significance of the Baltic Master
project was recognized by the Commitee of Regions
and Parliament Review as it received the
European Champion Award for the best European
Maritime Project in 2007.
…and the follow-up
The project results indicated that further
actions were necessary and accordingly,
2 | Baltic Transport Journal | 3/2009
a follow-up project was formed – Baltic Master
II – with the goal of continuing development
of the issues started in the first project, and to
go from vision to action.
The overall aim of the Baltic Master II
project is to improve the land-based response
capacity to oil spills originating in the Baltic
Sea, as well as to enhance the prevention of
pollution from maritime transport.
The project is divided into four work packages.
As Lead Partner, Swedish Region Blekinge
acts as project secretariat and manages work
packages one and two facilitating all project
management and communication issues. Apart
from project management, the secretariat also
coordinates strategic cooperation with other
projects, organizations, and activities to maintain
political commitment. The aim of communication
is to disseminate information relating
to project results and activities as well as to encourage
participation and involvement within
the project.
Work Package Three (WP3), led by the
World Maritime University in Malmö, focuses
on oil-spill preparedness, response and coastal
management linked to contingency planning.
Work Package Four (WP4), led by the Maritime
Institute in Gdansk, includes several tasks
which aim at preventing pollution caused by
maritime traffic. WP4 will primarily focus on
the existing legal framework regulating maritime
transport in the Baltic Sea. It will also propose
concrete measures that, when implemented, may
improve maritime safety.
The anticipated results from the Baltic Master
II project are: a best practice report including
a checklist for oil contingency planning, several
local and regional oil contingency plans, a scenario
exercise CD for exercising oil contingency
plans, recommendations for how to integrate
coastal management into contingency planning,
recommendations for improved and harmonized
waste management onboard and in ports,
a research brief, assessing maritime conventions,
a management plan for reduced pollution from
maritime traffic, and, finally yet importantly, a
political vision for the Baltic Sea, based on the
project results.
The project brings together partners from a
wide range of backgrounds; local, regional and
national authorities, research institutions, universities
and pan-Baltic organisations. Providing
a link between the local and regional level to the
national level is a vital task of the project aiming
to combine practical knowledge with strategic
work. Baltic Master II puts a significant effort
into developing concrete solutions to the environmental
safety problems in the Baltic Sea.
Baltic Master II facts and figures:
• Project period: Jan. 2009-Jan. 2012
• 48 organisations in the partnership from
all countries surrounding the Baltic Sea
• The project budget is approximately
EUR 4 million
• The project is partly financed by the European
Union, Baltic Sea Region Programme
Read more about the project, current maritime
safety news and register to receive the
project newsletter at: www.balticmaster.org.
Part-financed by the European Union

Photo: PCC Port Szczecin
Baltic Transport
b ibm i mo no tnh tlhy l-yd -ad ial y i l y c oc mo mp ap na ino ino n
Journal
Behind the ports
Success through synergy .............................................................................................. 30
Railways supporting the ports .................................................................................... 32
3/2009 | Baltic Transport Journal | 2

Report
Freight villages in Germany
Success through synergy
As the logistics business started to develop dynamically
in the 1970s, a tendency to move out
of the city centres could be observed. At the same
time, in order to enhance their competitiveness
and the spectrum of services offered, ports started
to invest in their logistics facilities. Looking at
those two tendencies now, it is easy to say that
the creation and development of freight villages
was the next logical step to undertake.
Photo: PCC Port Szczecin
The term ‘freight village’ usually appears surrounded by
the adjectives: co-modal, multi-modal or intermodal. In
fact, one of its most important features is a combination
of various modes of transport and logistics services. The
most advanced FVs offer a wide range of amenities, from
container and ro-ro facilities to rail sidings and warehousing
opportunities. This is the main idea: creating a commercial area in
which both transport-oriented companies and logistics service providers
as well as logistics-intensive trade and production enterprises can
find their place. Such a freight village, in unison with the intermodality
rule, should offer at least two modes of transport (in particular road and
rail). And all this lies in the hands of a local manager, whose basic role is
to initiate cooperation among the companies involved.
Altogether, freight villages are transport and logistics or, to be more
specific, freight-related clusters, aiming at the highest levels of competitiveness
and attractiveness. This goal ought to be achieved in line with
the basic economic law, saying that the effect of synergy can be more
easily achieved by cooperation instead of competition. A freight village
0 | Baltic Transport Journal | 3/2009
can provide a very wide offer which could not be available by a single
company. It is a mixture of cooperation between the enterprises, master
planning, high quality settings, location near cities as well as a broad
scope of related and supporting services. These can also include vehicle
service, repair and leasing or even employment agencies, training facilities
and insurance companies.
Pros and cons
The advantages of freight villages are numerous. Taking into consideration
the benefits to businesses, it is obligatory to mention the market
proximity. Everything is there, in one place, which not only saves the
potential customers’ time and money, but also ensures the safety and
efficiency of the service. Access to multimodal transport is another important
factor.
There are a number of public benefits of freight villages as well. FVs
certainly are centres of growth, providing jobs and restoring lands to tax
roles. Furthermore, a concentration of companies relieves congestion;
not to forget the esthetical factor – instead of warehousing sites and
factories scattered in the whole city, there is one modern freight village
in the city’s neighbourhood.
There is, however, a bitter drop in this sweet ocean of positive aspects
of freight villages. There have been voices, also from Brussels, negatively
evaluating the top-down planning, typical for clusters in general,
and FVs among them. It was also said that decisions made in a cluster
are not market-based and as such cannot be truly beneficial to the actors
involved. Moreover, the EU has pointed out that the aim of consolidation
is not always achieved, which can lead to abandoning the goal of
cooperation instead of competition.
How they did it in Germany
Certainly, there is no ideal model – neither in terms of achieving
100% of the goals, nor when considering a benchmark suitable for everyone.
“We’re not even looking for one,” says Steffen Nestler, Managing
Director, Deutsche GVZ Gesellschaft. “It is obvious that the freight villages
differ not only nationally, but also regionally, depending on the
relations with the local and regional authorities as well as their development
stage.”
Steffen Nestler and Thomas Nobel were the ones who came up with
the idea of coordinating the work of freight villages in Germany in the
1990s. The German model was SME-oriented, however constructed in a
way which enabled it to develop according to the market’s needs. After
over ten years of functioning of FVs, Thomas Nobel claims the yardstick
has remained the same: strong cooperation aimed at achieving the effect
of scale and focus on linking logistics centres with various modes of
transport. Nevertheless, over the course of the evolution, freight villages
in Germany extended their activity and opened up, among other things,
to the real estate and warehousing business. Currently, approximately
1,300 enterprises are active in German freight villages, employing about
45,000 people.
Where does the source of success lay? Steffen Nestler names the following
advantages of FVs as the most important success features:
– attitude to logistics as an economic factor (diversification of production
processes and outsourcing tendencies in manufacturing

and trade, enabling medium-sized companies to cope with the market
requirements through cooperation with suitable partners, sufficient
infrastructure and suprastructure as well as consolidation of
logistics know-how and possible 24/7 operational availability);
– a trend towards intermodality (the option of alternative transport
modes ought to improve entrepreneurial flexibility and guarantees
the quality of logistics services; moreover, the high logistics affinity
of road haulage is effectively combined with the advantages of other
transport modes);
– advantage through synergies (direct cost savings thanks to cooperative
purchase and pooling of resources, support from the FV
management for the tenant companies implementing new service
product ideas);
– networking of logistics structures (both on a national and international
level).
A safe umbrella
What distinguishes Germany from other countries where FVs are
present is the density of the network and the high level of cooperation
between them. The entity which has played a significant role in achieving
that is DGG – Deutsche Güterverkehrszentren-Gesellschaft, an umbrella
organization coordinating the work of the freight villages. Founded
in 1993, DGG not only initiates and coordinates common projects, but
also acts as an external representative of the actors involved in the FVs.
Moreover, it is aiming at transferring the positive effects which freight
villages generate on the local and regional level to the national and European
level. Typical fields of collaboration are: intermodal transport
(new transport chains between FVs), implementation of a logistics-oriented
service spectrum in the FVs, intensification of location marketing
and harmonisation of service standards as well as creating sustainable
models for the development and operation of FVs.
As DGG is also involved in consulting in the area of transport and
logistics, it has conducted several projects dealing with freight villages in
other countries. One of them is the “EU-Baltic Tangent” aimed at building
a FV network in the Baltic Sea region. However, the highest hopes
and biggest expectations are bound to the GVZ Masterplan, whose preparing
DGG took part in as well. Conducted in the German Federal
Ministry of Transport, Building and Urban Affairs, the document is a
limestone of the current transport policy in Germany. Regarding freight
villages, the following measures should be noted:
– “Avoiding unnecessary journeys – ensuring mobility” (which supports
investments in innovative and capacity-enhancing technologies
as well as urban logistics initiatives)
– “Shifting more traffic to the railways and inland waterways” (where
combined transport is promoted)
– “Further measures to make Germany even more attractive as a centre
for logistics” (where freight transport and logistics as well as promotion
of them are of high priority).
Implementation of the Masterplan can certainly be included in the
list of accomplishments. Has any failure occurred over the past ten years?
Thomas Nobel names a far-fetched telematics project – an IT platform
with various offers for and from freight villages. The DGG Managing
Director is, however, optimistic about the future of the project. “It may
be distant now, but some day a well-developed IT infrastructure will be
the standard for every freight village in Germany”, he says.
And the winner is…
As it has already been stated, the level of performance differs significantly
between freight villages. Since 2004, the leader of the ranking
remains GVZ Bremen, leaving its competitors far behind (see Table 1).
Report
The high level of marketing, job creation and protection as well as the
manifold activities of GVZ Bremen play a decisive role in this context.
This leads to a continuation of the very successful development of the
increasing competition between the FV locations. According to Thomas
Nobel, the freight village in Bremen probably belongs to the “Top 10
FVs”, not only in Germany, but in the whole of Europe.
“We remain at the highest position in the ranking, because we offer
a high level of competence in logistics and practical know-how for
the freight village,” says Michael Moehlmann, the Managing Director
of GVZ Bremen. The north German freight village focuses its offer on
logistics-intensive wholesale and production in the area of the food
industry. Founded in 1985, it was the first operating freight village in
Germany. In an area of 360 ha, it employs around 5,500 people working
in 135 companies.
The level of public investments, since GVZ Bremen was founded,
has achieved a level of approximately EUR 180 mln, whereas private
entities invested about EUR 200 mln.
Other interesting examples of freight villages adjacent to seaports
include GVZ Hamburg and GVZ Kiel. This is, however, material for
another story…
Martyna Bildziukiewicz
Tab. 1 “TOP 10” German freight villages 2007
Position Freight Village Position 2004 Total performance
(max
300)
1 Bremen 1 280
2 Nürnberg 6 265
3 Berlin-Süd 3 257
4 Leipzig 5 255
5 Dresden 11 243
6 Emsland 12 241
7 Regensburg 2 238
8 Berlin-West 4 236
9 Herne 9 233
10
Source: DGG.
Trier 8 226
3/2009 | Baltic Transport Journal | 1

Report
Rail container transport in the BSR
Railways supporting the ports
Proper functioning of the maritime container
transport in the Baltic Sea region is strictly dependent
on the development of a national transport
system and its performance. A majority of
the container hinterland traffic is served by road
haulage. The road infrastructure underdevelopment
of the East European countries and the
increasing focus on environmental issues in the
whole EU make rail transport the perfect solution
for container seaports’ services.
Regular container shipping lines need conventional land
connections. Block container trains are the only way to
ensure fast and effective hinterland connections. Total
European traffic (when we take into account all members
of UIRR, the International Union of Combined Road-Rail
Transport Companies) of rail intermodal transport in
2008 achieved a level of 2,937 ITU (Intermodal Transport Unit).
2 | Baltic Transport Journal | 3/2009
Becoming popular…
A significant rise of activity in rail container traffic is shown by JSC
TransContainer, an affiliated company of the Russian Railways (RZD).
In 2008, TransContainer transported 1.5 mln TEU on the fitting platforms
which cover 60% of the total container transit in Russia. According
to the latest information, TransContainer handled 300,000 TEU of
regional and global container volumes carried on container flat cars in
Q1 2009 – 12% down, compared to the same period last year. The other
Russian rail container operators carried 145,000 TEU on container flat
cars, down 36% from last year’s figure. TransContainer is also engaged
in numerous services in Finland and Latvia. Scheduled seaports container
rail connections with a share in TransContainer are: St. Petersburg-Moscow;
Tallinn-Moscow (a joint initiative by TransContainer
and Estonian Railways AS); Riga-Moscow (operated by TransContainer
and Latvian Railways (LDz Cargo) and St. Petersburg-Finland (operated
by Oy ContainerTrans Scandinavia Ltd., initiative TransContainer
and VR-Cargo).
Polish examples of rail container transport are the services provided
by PKP Cargo SA and PCC Intermodal. PKP Cargo SA is part of
the national Polish Railways with a strong market position. In 2008,
the company transported a volume of 628,400 TEU (annual growth

Photo: PCC Port Szczecin
22.7%). About 18% of this traffic was to/from Polish seaports. The
railways operate about 20 block container trains per day. The company
cooperates with such operators as ICF, Polzug, European Rail
Shuttle, Hupac, Eurolog, Kombiverkehr and Kühne&Nagel. PCC
Intermodal, a private company, renders services from the following
seaports: Gdańsk/Gdynia, Bremen/Bremerhaven and Rotterdam. In
2008, PCC Intermodal transported over 47,600 containers (over 81.2
thou. TEU). What is more, CTL Logistics, the main private rail carrier
in Poland, also has the ambition to become a major player on the
Polish rail container market.
A wide offer of seaports’ hinterland container services is also
available in Sweden. For instance, 25 shuttle container trains are operating
from Göteborg. The service is rendered by such companies
Report
like Green Cargo, Intercontainer, Mid Cargo, CST Transport and
ERS Railways. The total turnover of rail traffic achieved a level of
342 thou. TEU in 2008. That means that 40% of the total seaport
traffic was transferred by trains.
…and specialized
The container train connections offered by ‘Viking’ is another
interesting initiative. The combined ‘Viking’ train is a joint project
of the Lithuanian, Belarusian and Ukrainian railways, seaport cargo
companies, and the Klaipėda, Ilyichevsk and Odessa seaports. The
train carries containers as well as semi-trailers and trailer-trains
(contrailers). It operates on the route from Klaipėda to Ukraine, Belarus,
the Near East and Caucasus.
Combined shuttle trains, served containers, swap-bodies and
trailers also operate from the German Baltic seaports of Lübeck and
Rostock. In the first case, the rail network consists of 11 destinations
and 61 trains per week. Long distance connections reach Verona in
Italy. In Rostock, 25 combined trains per week are offered. They connect
the seaport with the hinterland territory of Germany, Switzerland,
Austria and Italy.
The examples of rail containers’ activities on the Baltic seaports
hinterland presented above could be regarded as energy-efficient and
an environmentally friendly way to serve the flow of Baltic boxes. It
should be believed that the share of rail container traffic will grow, at
the expense of road haulage.
dr Maciej Matczak
Actia Consulting/Actia Forum Ltd
3/2009 | Baltic Transport Journal |

The Port of Stralsund
The Hanseatic spirit
Walking along the streets of the German city of Stralsund, one can still feel the spirit of the
Hanseatic city. Some even say that the tradition of being one of the major long-distance ports in
northern Europe in the Middle Ages is the reason for the port’s logistic success now.
Photo: The Port of Stralsund
According to Sören Jurrat,
Marketing and Sales Director
of the Seaport of Stralsund,
the harbour is now an efficient
and attractive logistics
centre. Naturally, the port’s
location on the Baltic coast of western Pomerania
influences to some extent the main directions
of foreign exchange. However, apart
from Norway, Sweden (gypsum, limestone,
building materials), Finland (steel, scrap) and
Denmark, one of its most important partners
is the United Kingdom, from which steel
plates are imported and where agricultural
products are being shipped.
In search for…
The port is owned by SWS Seehafen Stralsund
GmbH. The company’s target is the
| Baltic Transport Journal | 3/2009
processing and manufacturing industry, for
which the port offers a high level of logistics services.
In addition to the logistical and infrastructural
facilities, the goods and services available
from local companies are also a major attraction.
Subsidies and a well-educated and trained workforce
are further arguments favouring locating
in Stralsund. Access to the European system of
inland waterways is also worth mentioning.
Apart from the abovementioned advantages
of the port, let us present you with some
basic data. The port’s quay length is 2,300 m,
on which 25 berths of a 7.5 m depth are located.
The port spreads over an area of 85 ha
(including water). The covered storage goes
as far as 3,000 m², whereas the open storage
covers 50,000 m². The port’s silo capacity comprises
30,000 t.
Seehafen Stralsund focuses on conventional
cargo handling, especially metals,
steel plates and steel bars for the German
and European shipbuilding industry, in cooperation
with its sandblasting facility inside
the port. Over 200,000 tons of steel for
German shipyards is handled and processed
yearly. Furthermore, the port provides modern
equipment for dry bulk (building materials,
agricultural products, gypsum and
limestone). Another landmark is the logistics
service for East German power stations, the
construction industry and export as well as
import of agricultural goods.
“The key in our philosophy is the universality
– in harmony with high quality standards,
flexibility and long-term experience in
stowage and warehousing,” says Sören Jurrat.
In fact, apart from cargo handling, the Port
of Stralsund is slowly becoming an important
destination for cruise shipping. The
development of this activity gathered pace

in 2002, when the Old Town of Stralsund
was recognised as a world heritage site. At
the moment, the seaport is the most heavily
frequented harbour for river cruise liners
in Germany. Famous lines (Peter Deilmann,
Scylla Tours and SeaChef Cruises, CroisiEurope,
Viking Croiséres) use it as the base for
their tours through the unique canal and
shoreline waters of Brandenburg and Mecklenburg-Vorpommern.
Four in one
The port comprises four main harbours,
each of which has its own destination and field
of specialisation. In the City Port (Stadthafen),
berths for cruise liners, boat tours, authority
vessels and traditional sailing boats can be
found. In the summer the port is a basis for
famous shipowners of the river cruise lines.
An important advantage is its location in the
vicinity of the historical old town.
Classic handling areas for grain, deep-frozen
goods and scrap can be found in Nordhafen
– The North Port. A service for power stations
is going to be provided there as well. The
shipment of grain and the discharge of gypsum
is made possible thanks to the special plants.
The South Port (Südhafen) attracts the
steel industry with a terminal dedicated for
handling, blasting and plimering plates and
sectional steel. According to the port’s management,
almost all suppliers or shipbuilding
enterprises of the Mecklenburg-Vorpommern
region are customers of this terminal. Another
attractive facility offered here is a logistics
centre for export and import of agricultural
Transhipment in the seaport of Stralsund
BULK GOODS construction materials
GENERAL
CARGO
gypsum
fertilisers
grain
chemical products
chalk
a special bulk handling
installation for unloading
of goods wagons
project cargo
refrigerated goods
timber
METALS steel plates
section steel
coils
wires
STORAGE open and roofed stock
grounds
CANAL
SHIPPING
Europe-wide inland
navigation
despatch of cruise
liners
LOGISTICS Customer tailored and
to (almost) all destinations
by all means of
transport
COMMISSION-
ING
weighing
palletising
sorting
Annual Baltic Ports Conference and
12 th BPO General Assembly in Aarhus
Photo: The Port of Aarhus
goods, handling of scrap, building material
and project cargo.
Last but not least, the Franken Port (Frankenhafen)
aims at attracting the production
industries. The port’s berths are dedicated to
the seaside development of the Port Extension
and Commercial Area “Franzenshöhe Maritime
Business Park”. As Mr Jurrat said, further
extension of Franken Port is currently being
discussed with the transport ministry of the
Mecklenburg-Vorpommern region. However,
the details of the idea remain a mystery.
Getting better
Significant investments in the port’s equipment
as well as the local infrastructure, such
as expanding the southern harbour, building
the new Franken harbour, connecting the port
to the A20 motorway via the Stralsund bypass
and the new Ruegen bridge, which came
into use in October 2007, have made Seehafen
Stralsund’s location very attractive to business
and tourism.
Hinterland connections are of big importance
to the port. Therefore, in order to enhance
the rail-bounded pre-and post carriage,
1,000 m of tracks have been laid in the South
Port, whereof 500 m are close to the quay.
The port’s condition can best be summarized
by quoting Sören Jurrat once again, “We
are a good example of how a port can benefit
from its relatively minor size. It enables us to
deliver reliable tailor-made services, combined
with a high level of quality and flexibility.”
Martyna Bildziukiewicz
The Annual Baltic Ports Conference is
the most important event for BPO members
as well as an opportunity to get together.
Previously the host of the event was
the Port of Lübeck, now the duties of the
co-organizer are taken over by the Port of
Aarhus.
This year’s Baltic Ports Conference will
be held 3 rd -4 th of September in the Aarhus
Concert Hall. The main theme of the conference
is the global economic slowdown.
Participants will take a close look at the
downturn’s impact on shipping and ports
as well as discuss the challenges this situation
brings.
The event will gather not only top executives
from all major Baltic ports, but
also politicians and academia, as well as
transport sector and media representatives.
Around 70-100 participants are expected to
take part.
For more information, please follow the
updates on www.bpoports.com or contact the
BPO Secretariat at bpo.office@actiaforum.pl.
BALTIC PORTS ORGANIZATION • Secretariat Office – Actia Forum Ltd.
ul. Pułaskiego 8, 81-368 Gdynia, POLAND, ph.: +48 58 627 24 67, fax: +48 58 627 24 27,
e-mail: bpo.office@actiaforum.pl, bpo.sg@actiaforum.pl, http://www.bpoports.com
3/2009 | Baltic Transport Journal |

Baltic shipyards
Photo: Fesco Transport Group Focus
Not a sinking trade
A revolution in ownership, falling and delayed production, growing losses and financial turbulences
marked the year of 2008. The year 2009 has started with closures, order cancellations, backlogs and
announcements of redundancies. The Baltic shipyards are in an eye of world crisis and the future is
uncertain. Therefore, we will not forecast the events in the coming years. Let us concentrate on ‘hard’
and often unknown figures and discover the facts behind the headlines.
In 2008, 19 Baltic shipyards delivered 75 seagoing vessels over GT
1,000 each (Table 1). The total gross tonnage was 2,312 thousand
which means 3.8% of world production. Five Baltic countries
contributed to those numbers, three with the whole output
of tonnage (Table 2). However, the hierarchy changes if we take
compensated gross tonnage into account (CGT – a statistical
tool developed in order to enable a more accurate macro-economic
evaluation of the shipbuilding workload than is possible on a pure gross
tonnage (GT) basis).
Production in Denmark, Germany and Poland was dominated by
container ships and in the case of the latter – also by car carriers. As
Table 3 shows, 65% of the Baltic-made tonnage belongs to the two
simplest types of ships characterized by a CGT workload factor below
20. A low CGT factor also means a low added value. For comparison
– in 2007 the share of containerships and car carriers in world
shipbuilding amounted only to 29%. It is worth noting that Baltic
continued on page 38
2/2009 | Baltic Transport Journal |

Focus
shipyards in 2008 did not produce ships with the highest workload
factors – chemical tankers (CGT factor 84) and LPG carriers (factor
62). Oil tankers accounted only 2.5% of the Baltic output, while they
are one third for the world. Those facts disclose partly the reasons of
some economic phenomena, including the latest takeovers – Polish
shipyards, except Finnish and Russian, made mostly air surrounded
by steel which means they meet the full fury of the Asian competition.
It is killing the companies that are not able to turn their heading. The
two largest Baltic shipyards – in Odense and Gdynia – are also the
biggest losers. In Odense the Lindøværft’s result for 2008 amounted
to a deficit of DKK 562 mln (EUR 76 mln) with a turnover of DKK
5157 mln (EUR 692 mln); Gdynia’s loss came to PLN 137 mln (EUR
33 mln), with a turnover of PLN 1058 mln (EUR 257 mln).
Behind the shadow
An additional and important contribution to the Baltic Sea region
is being made by partly outfitted hulls (in 2008 at least 40 hulls
were towed to Norwegian and Dutch yards) and blocks, superstructures
and other parts of ships. Thanks to statistics oriented to the
final product, we often forget that nowadays shipbuilding is strongly
outsourced and therefore Baltic region is a backbase for many Western
and even Baltic shipyards. Therefore, our list of production yards
should be lengthened by 15 enterprises which we can call “block
and/or hull factories”. The largest one, Baltija Shipyard in Klaipėda,
processed over 50,000 tons of steel into blocks and superstructures
in 2008 alone; the second on our list, Loksa in Estonia, consumed
about 40,000 tons, of which 15,000 were used for hatch covers (both
belong to Odense Staalskibsværft A/S, which is a subsidiary of the
A.P. Møller-Maersk concern). Such kind of production is important
also for many repair yards; i.e. in 2008 the Riga Shipyard delivered
11 hulls. The highest concentration of “block/hull factories” is in
Gdańsk, where 10 companies live only or mostly off this business,
processing about 100,000 tons of steel and 4,000 tons of aluminium
per year. Total output of the Baltic support sector amounted to
250,000 tons of metal. Taking into account that a typical coaster includes
less than 1,000 tons of steel, whereas 5,000 tons is needed for
a medium-sized oceangoing vessel, we can imagine the importance
of that “shadow” industry for European shipbuilding.
Additionally, two old “delisted” shipyards should be mentioned
because of their floating products. Neptun Werft from Rostock
Photo: Magemar Polska
| Baltic Transport Journal | 3/2009
Table 1. Baltic shipyards building over GT 1,000
Shipyard Country
Odense
Lindøværft
Number
of ships
Gross tonnage
Denmark 5 563,800
Gdynia Poland 7 352,680
Wadan* Germany 14 284,374
Volkswerft Germany 9 233,100
Turku (STX) Finland 1 154,407
Szczecin New Poland 5 130,690
Peene-Werft Germany 8 126,360
Flensburger Germany 4 102,000
Helsinki (STX) Finland 2 84,693
HDW Gaarden Germany 3 84,150
Rauma (STX) Finland 2 68,462
Gdańsk Poland 1** 32,270**
Admiralteyskiye Russia 1 27,752
Lindenau Germany 2*** 27,480
Northern Poland 10 23,500
Baltiyskiy Russia 1 9,491
Marine Project Poland 2 4,950
Karstensens
Skibsværft
Denmark 3**** 1,500
total – 80***** 2,312,209
* actually 2 shipyards; Warnemünde made foreparts and
superstructures, Wismar afterparts and joins hulls
** plus 3 partly outfitted hulls totalling GT 46,800
*** plus 1 floating dock 6,000 dwt
**** plus 2 patrol vessels for the Danish Navy, displacement 2,050 tons
each; both hulls made by Stal-Rem in Gdańsk
***** includes 5 ships below GT 1,000: 1 tug from Lindenau, 2 standby
vessels from Northern and 2 fishing vessels from Karstensens
Skibsværft
delivers mainly blocks to its parent company Meyer Werft, but also
built passenger (cruise) river vessels (only one in 2008), while Russian
Vyborg switched to the offshore sector and is building mobile
platforms.
The list of production yards will be longer in 2009, because some
“factories” have just finished or will finish turn key vessels; for example,
Partner from Szczecin is building coasters, Western Shipbuilding
from Klaipėda – double ended ferries, Wisła from Gdańsk
– fishing vessels.

New capital takes (and turns?) the wheel
The year 2008 also brought new names and a new grouping to the
shipbuilding industry in Northern Europe. The brand of Aker Yards
was substituted by two others – STX Europe and Wadan Yards. The
first one, a well established South Korean builder, has taken over the
whole Aker business except its former German yards at Wismar and
Warnemünde, which now trades under the latter brand. Wadan Yards
is a new company – it comprises three yards, the third of which is at
Nikolaev in Ukraine. Its shareholders are FLC West, a Russian private
equity fund (70%) and STX Europe (30%).
Wadan hopes to change the production profile thanks to Russian
orders for icebreaking vessels, which ought to be used for the anticipated
expansion of Arctic shipping. The company has started to market
a mixed range of ships and offshore structures. The assortment
includes icebreakers and ice-going cargo vessels as well as LNG carriers
intended for Arctic operation. The offer also comprises a selection
of ro-pax ferries, container ships (between 1,500 and 2,800 TEU)
and multi-purpose sea-river cargo vessels. Construction of the world’s
two largest ro-pax vessels for Stena Line for delivery in February and
August 2010 commenced in the spring of 2008, thanks to the former
owner. Semi-submersible drilling rigs complete the portfolio.
STX’s European Baltic branch, STX Finland Cruise, has another
problem. Yards situated in Turku, Helsinki and Rauma produce very
sophisticated ships, but they have a very short order book. It consists
of four newbuildings only: two passenger (cruise) vessels Genesis class
for Royal Caribbean (the Oasis of the Seas (GT 226,000), scheduled for
delivery in 2009 and her sister vessel, the Allure of the Seas, scheduled
for 2010, will be the largest passenger ships ever built) and two ro-paxes
for P&O Ferries. Production of both cruisers is in progress, steel cutting
for the first ferry started in March 2009. A high uncertainty regarding
capacity utilization means that the portfolio of the STX department
Cruise & Ferries has been expanded to cover also other types of vessels
including icebreaking tonnage and selected types for the offshore industry.
The company hopes that energy-related segments of the market are
more stable. The trouble is that everybody in the industry has the same
idea. Volkswerft has some AHTS in its order book, Wadan and Odense
Staalskibsværft A/S are also marketing for offshore structures.
Meanwhile, during the first quarter of 2009 the ferry Armorique
(GT 29,468) was delivered from the Helsinki yard and the cruise ferry
Baltic Queen (GT 43,800) left the Rauma facility.
Table 2. Baltic shipbuilding nations
Country GT CGT in thousands
Germany* 856,464 470
Denmark 565,300 243
Poland 544,620** 285
Finland 307,582 335
Russia* 37,243 50
total 2,312,209 1,375
* part of the national production
** includes GT 530 (2 tugs) made by Damen Shipyard Gdynia
More than repair
Table 3. Baltic shipbuilding by main types
Type
Workload
factor
Number of
ships
Passenger ships 49 3* 239.1
Tankers 48 2 54.8
NCCV 46 10 24.7
Ro-ro 32 7** 198.8
General cargo 27 7 64.5
GT
in thousand
Containers 19 42 1,206.3
Car carriers 15 5 288.5
* including 2 cruise ferries
** including 4-day ferries
Focus
The second – or rather third – category of shipyards is the
repair branch. We measure their potential in the Baltic region by
the number of dry and floating docks used only for repairs, maintenance,
etc., excluding slips which served rather smaller vessels.
Our registration disclosed 37 companies which operate 28 dry
and 58 floating docks. Four of them are also listed as production
shipyards because of their universal role (Lindenau, Karstensens
Skibsværft and both Russian yards). Others are also active on
the newbuilding market, but it is a margin of their turnover. In
2008 the aforementioned Riga Shipyard delivered two tugs (GT
468 each); small Kallandsö Varv, the most highly situated Baltic
shipyard (in the Lake Vänern, which is under maritime authority)
built a 40-metre road ferry for traffic in the Göteborg archipelago.
Lithuanian Laivite Shipyard has found an exclusive niche
– it assembles airplanes made in USA in kit form.
Repair yards, contrary to the globalized production branch,
live off local markets established by a concentration of ports
– most ships have to or can be repaired between loading and discharging.
Therefore, serious repair facilities are present around
the Baltic shores except the Bothnia region. Most yards are concentrated
in three areas – around Kattegat’s shores (Danish: Orskov,
Fredericia; Swedish: Cityvarvet, Falkvarv, Gotenius Varv,
Öresundsvarvet), around the Gulf of Gdańsk (Polish: Remontowa,
Nauta; Lithuanian: Western) and in the Gulf of Finland
(Tallinn, Turku). The Remontowa shipyard operates the largest
floating dock in the Baltic (36,000 dwt) and the Turku shipyard
has the largest dry dock used for repairs (265 metres long) in the
Baltic Sea region.
At the end, we should mention numerous groups of companies
making small, but rather sophisticated vessels: large yachts, pilot
boats, rescue vessels, patrol vessels for coast guards, etc. The Danish
company Royal Denship (which, by the way, went bankrupt in
April this year) built motor expedition yachts up to 65 metres in
length, Swedish Dockstavarvet is famous thanks to hundreds of
fast landing crafts made for amphibious forces around the world,
Finnish Uki Workboats have made a wide range of small ships for
dirty works; and it is just the top of the iceberg.
Marek Błuś
3/2009 | Baltic Transport Journal |

Maritime
Naval cooperation & guidance for shipping
Protecting merchant ships
Military operations conducted by naval forces frequently involve
or have some impact on merchant shipping and likewise,
merchant shipping may affect naval operations. Naval Co-operation
and Guidance for Shipping (NCAGS) participates in a broad
range of maritime operations during peacetime, crisis or major
conflicts. It is supposed to provide military guidance, advice or
assistance with respect to participating nations’ global, maritime
commercial interests in order to enhance the safety of merchant
ships and to support military operations.
NCAGS’s activities are focused
on all aspects relating to
merchant shipping such as
the provision of guidance,
picture compilation, surveillance,
deconfliction or supervision.
The military commander should aim to
deliver a tailored, cost effective and executable
NCAGS plan, which must conserve military
resources and minimise the impact on merchant
ships, therefore it could minimise negative
economic consequences.
Organization
The NCAGS Organisation (NCAGSORG)
will seek to develop and implement measures
to facilitate the conduct of military activity
at sea either involving, or in the presence
of, merchant ships. The size of the NCAG-
SORG and level of expertise required will
be commensurate with the operation. The
NCAGSORG must be flexible and prepared
to operate within a wide variety of command
structures and operational environments.
It may comprise some or all of the mentioned
below elements tailored to suit the
0 | Baltic Transport Journal | 3/2009
situation depending on the level of NCAGS
support that is to be provided.
Procedures
NCAGS procedures utilised in any particular
operation will be determined by the requirements
of the operation and will focus on the safety of
merchant ships in the area. The procedures are
listed in the paragraph below.
An NCAGS area is an area within which
NCAGS procedures have been implemented.
The Shipping Risk Area (SRA) delineates an
area of higher or specific risk to merchant ships
within an operations area. An NCAGS area may
contain one or more SRAs. Furthermore, Communication
Reporting Gates (CRGs) are established
to provide a position for merchant ships
to call the NCAGSORG in order to establish initial
contact or to update previous information. A
CRG should be positioned in such a way that a
minimum notice period of 36 hours is available
to merchant ships to contact their owners/operators
for onward passage instructions before
reaching the AOO/NCAGS Area/SRA. Monitoring
of Merchant Ship Movements is critical to
the maintenance of an accurate RMP. NCAGS
personnel must make every effort to update the
contact information. Guidance to Merchant
Ships will be provided to participating merchant
ships to help them understand the nature and extent
of the risk in the area. The guidance is purely
voluntary and intended to allow merchant ships
to determine their own voyage. A voluntary arrangement,
in which merchant ships may be
organised for passage through a specific area of
increased risk in company with military assets,
is called Accompaniment and can be recommended
by NCAGS. Other procedures include:
lead-through and convoys.
Benefits
NCAGS can provide benefits to the military
commander as well as to merchant shipping.
The activities related to the military commander
are as follow: a more comprehensive picture of
merchant activity in the maritime portion of
the Common Operational Picture (COP) and
Recognised Maritime Picture (RMP); deconfliction
of merchant ships from military operations;
improved safety and security of merchant ships
in a crisis area; improved effectiveness in supporting
Crisis Response Operations (CRO) and
Maritime Interdiction Operations (MIO); better
understanding of commercial constraints,
improved counter-terrorism capability; more
efficient and cost effective employment of military
forces; improved counter-piracy capability
and finally, more opportunities for training with
merchant ships in exercises arranged with forces
on passage.
The benefits that can occur to Merchant
Shipping are: improved safety and security in
crisis areas; minimising disruptions to passages
through areas where military operations are being
conducted; maintenance of economic flow;
quicker reaction to changing threats; better understanding
of military constraints; potential for
stabilising insurance costs; minimising disruption
to commercial schedules; improved support
for counter-terrorism as well as counter-piracy.
Undoubtedly, all benefits for both sides have
been widely recognized and appreciated, therefore
NCAGSORG has been established within
the Navy’s structure of many NATO countries.
CDR Ryszard Miler, PhD,
Head of NCAGS Cell
CDR Mariusz Kościelski,
Head of Command Planning & Liaison Cell
POL Navy Maritime Operations Centre

Maritime
Groningen Seaports are looking for partners
A niche hub for the Baltic?
With the low price factor and no congestion in the
ports nor in their hinterland, Groningen Seaports
wish to position themselves as a Baltic hub. However,
their proximity to Rotterdam, Hamburg and
JadeWeserPort (soon) make the containerized
cargo flow shift to Eemshaven-Delfzijl hardly possible;
therefore, the ports are trying to find their
niche role in bulk goods consolidation.
Groningen Seaports consist of three business elements:
an over 1000-year-old port in Delfzijl, a deep sea port
in Eemshaven and a new Rail Service Centre Groningen
(RSCG) in Veendam. RSCG, a trimodal inland
rail port handling containers and conventional loads
has a daily shuttle train connections to Rotterdam and
weekly shuttles to Amsterdam, Hamburg and Antwerp.
So far, the main handled cargoes are minerals (salt, limestone and sand),
chemicals and oil products (bitumen). There is a huge resource of salt in the
bottom of the Groningen area and large gas fields onshore which has led
2 | Baltic Transport Journal | 3/2009
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to the development of the chemical complex in Delfzijl (12 companies in a
chloride industry). The port also features a 31 ha metal park acting as a cluster
for metallurgic companies and bordering the large production plant of
the aluminium smelter, Aldel. The Port of Delfzijl comprises 1,500 hectares
and a 1,000 m quay length. Its draught is 9 m. Last year’s cargo throughput
amounted to 5,7 m/t – mainly salt, methanol, MDI, gypsum and feed.
The Port of Eemshaven provides 1,150 ha, a draught of 10.5 m and
1,250 m of quays. The cargo throughput was 2.2 m/t in 2008 and consisted
mainly of agricultural and building materials – both recycling and new
products. The eastern part of the port is turning into a huge energy park
with four power plants. The already existing largest gas-heated power
plant in Europe (the 24 MW Electrabel) is going to be backed up by three
new plants by 2012/13 – the Dutch Nuon Magnum, the German RWE
and the Swiss Advanced Power. Vopak is building a huge oil tanker park
on its own 55 ha terminal which is to become a strategic storage place
for oil for the Netherlands. There are also plans for Vopak cooperation
on raising a 12 bcm LNG terminal in Eemshaven. All these, according to
the ports’ management, should lead to an increase in Eemsaven’s cargo
throughput even by 175%, once the investments are completed. “We are
pretty successful in attracting businesses to the port, having sold or long
leased more than 60% of the Eemshaven’s area in just 5 years,” comments
Harm Post, Groningen Seaports’ managing director. Both ports feature
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700 hectares of industrial sites, out of which 330 ha are still available. The
vision of the authorities is to have the surrounding area full of business
parks. On the other hand, as the ports’ marketing manager Marjolein Zwerwer
puts it, the ports wish to increase their cargo throughput and logistics
services, to bring added value and counteract the image of a dedicated
facility for the industrial manufacturers onsite.
Fair-cost alternative
Groningen claims to be a fair-cost alternative to the main continental
ports. Both Eemshaven and Delfzijl offer pilotage exemption to vessels
shorter than 90 metres. Moreover, the ports’ dues for one transhipped container
is less than five euro, no matter if the box is loaded or unloaded, but as
the ports have practically not handled containers so far and pure transhipment
in 2008 was below 1% of their total throughput, Groningen believes in
their niche role of consolidating mainly industrial and breakbulk goods.
Looking to the Baltic
Likewise, rather than going to the abused western direction, the main
area of interest for Groningen ports lies in the southern Baltic and the ports
are wishing to find partners for the MoS project(s). “It’s not that we are
developing new trade relations with the Baltic area, but rather renewing
them now,” says Post. “Due to good trade relations between our regions
some 200-250 years ago northern Holland became one of the most important
shipping centres in Europe, but also now the companies located
in Groningen 20090130_Advertisement do a Transfennica_landscape_3mmBleed.pdf lot of traffic with the 1/30/2009 Baltic 3:55:49 area, PM e.g. the forest products,
Photo: Groningen Seaports
Maritime
fertilizers, gypsum or aluminium”. Groningen’s offer to the Baltic Sea region
comes in three business fields: cargo transhipment for the energy port,
development of the bio cluster (both in Eemshaven) and consolidation of
the Baltic bound cargo to avoid congestion in the main ports. The three
new power plants in Groningen are to consume five mln tons of coal and
one mln tons of biomass per year so there is a huge demand for imports
of these resources. The bio industries cluster uses a variety of technologies
to produce chemicals, biofuels, food ingredients and power from biomass
raw materials. Posts suggests that – as Poland, for example, is a big rapeseed
production place, the biofuel manufacturers in Groningen should stimulate
their cargo flow between the countries.
Piotr Trusiewicz
3/2009 | Baltic Transport Journal |

Maritime
The dry freight and tanker market
Prepared by Polfracht
Dry Cargo Market Report, March-April 2009
In the first half of March the Baltic Dry Index continued its rise
thanks to a fairly strong demand for handysize and panamaxsize tonnage
and despite the uninspiring outlook for the capes. By mid-April,
however, the BDI slid down to the level of early February, strengthening
a bit towards the end of the month.
CAPE:
After promising development of the cape-size sector in February,
March noted earnings sliding down. The market was dominated by ore
trades from Australia and Brazil to China, with other trades only occasionally
appearing on the market. Rates for ore in the Brazil/China
run stood at about USD 22/mt at the beginning of March, then started
softening daily, down to about USD 16/mt at the end and keeping this
level throughout the first half of April. Then the rates moved up to
about USD 19.50 and eased again at the end of the month. Similarly,
the Australia/China ore trade fluctuated from about USD 8/mt to
about USD 6.50/mt.
PANAMAX:
March started on a positive note and during the month the Atlantic
market went up from about USD 14,000 to about USD 21,000 daily, but
in the end the rates were back to square one. The best rates were obtained
by open vessels in the Mediterranean and the Black Sea for trips with iron
ore to China or those willing to trade Aden/Somalia waters where pirates’
activity motivated many owners to stay away from that area.
April opened with a negative trend on the Atlantic and only in the
pre-Easter period, when owners and charterers wanted to cover their positions,
rates moved a bit higher before falling at the end of the month to
about USD 10,000 per day.
The Atlantic/Far East trade was influenced by grain cargoes from
South America where rates in late March improved to around USD 23,000
per day, however, later in April they fell to around USD 19,000.
The Pacific market was much weaker as a result of the big number of
open tonnage.
There was some small activity for the period where rates reported at
USD 12,000 daily for 1 or 2 years t/c.
HANDY:
Grains, coke, sugar, fertilizers and scrap have still been the driving
engine keeping the handy market strong, although the end of April noted
rates falling.
Atlantic round voyages, also those to the Far East, fetched rates between
USD 20,000 and 30,000 per day for supramax tonnage and about
USD 10,000 for handies. Voyages within South-East Asia and the Indian
Ocean stood on average at USD 9,500 and USD 14,000 at their peak. The
Pacific market has been helped by more coal coming from Kalimantan as
the monsoon did not hit the area as early as one would have expected.
The acts of piracy in the Gulf of Aden still influence the market to
some extent, with a number of charterers directing their vessels round
Africa rather than via the Suez Canal.
| Baltic Transport Journal | 3/2009
Average monthly freight indices and rates during
February-April 2009:
a) freight indices II’09 III’09 IV’09
Baltic Dry Index (BDI) 1816 1958 1659
Baltic Capesize Index (BCI) 3179 2442 2206
Baltic Panamax Index (BPI) 1332 1824 1403
Baltic Supramax Index (BSI) 1105 1567 1289
b) freight rates (USD/mt) II’09 III’09 IV’09
110,000 mt coal, Hampton Roads
– Rotterdam
140,000 mt coal, Richards Bay
– Rotterdam
140,000 mt iron ore, Narvik –
Rotterdam
150,000 mt iron ore, Tubarão
– Rotterdam
10.30 9.11 8.58
9.35 8.50 7.21
4.50 4.05 3.81
10.10 8.61 8.31
Freight market trends in February-April 2009,
as indicated by average daily T/C rates (in USD per day),
reported on specific trading routes:
Cape (170,000 dwt)
II`09 III`09 IV`09
Atlantic round voyages 30700 23900 19200
Continent – Far East 50200 38500 32800
Far East – Continent 15600 11500 9300
Pacific round voyages 33200 20600 17700
Panamax (74,000 dwt)
Atlantic round voyages 12100 17100 10900
Continent – Far East 17800 23400 18700
Far East – Continent 5000 8400 5400
Pacific round voyages 7700 11000 9500
Handymax (45,000 dwt)
Atlantic round voyages 17300 26500 21300
Continent – Far East 17800 27300 23200
Far East – Continent 5500 6300 6100
Pacific round voyages 6600 8400 7500

Tanker Market Report,
March-April 2009
VLCC:
March proved to be another disappointing month. The MEG
rates to Western destinations came crushing down from WS 37.5 to
the WS 24 level, in fact even a single fixture done at WS 22.5 was
reported during the last week of the month. At the same time rates
to the Far East dropped from WS 48.5 to WS 35. The same story
happened in West Africa, where rates to USG fell from WS 55 to
WS 47.5.
In April the MEG market fluctuated between ‘low’ and ‘very
low’ levels. Rates to the West fell from WS 24 to a low of around WS
20, reported prior to the Easter Holidays. This was followed by a
recovery to a high of WS 25. Rates to Eastern destinations followed
the same pattern – a fall from WS 35 to WS 25 was followed by a
rise back to WS 35. In West Africa/West trade the rates fluctuated
– dropped from WS 47.5 to WS 42.5, climbed to a monthly high of
WS 50 and finally fell to slightly above WS 40.
Average monthly freight rates (in Worldscale points),
April 2007 and 2008, February-April 2009:
VLCC
IV’07 IV’08 II’09 III’09 IV’09
Middle East Gulf – West 54 90 36 33 23
Middle East Gulf – Japan 68 128 45 40 31
Suezmax
West Africa – US Gulf 129 193 73 82 54
Aframax
North Africa –
European Mediterranean
157 269 85 73 61
cross UK-Continent 144 202 79 78 70
SUEZMAX:
The beginning of March brought a brief moment of optimism,
with West African rates rising from WS 70 to WS 95. However, it
did not last for long – during the second week dropping activity
caused a steep dive to only WS 55 and this level was there to stay
for the rest of the month. In the Mediterranean and Black Seas the
rise to WS 95 was followed by a drop to WS 62.5.
In April the West Africa to USG rates remained relatively stable,
fluctuating between a low of WS 50 and a high of WS 55, depending
on the level of activity. The Mediterranean and Black Sea
markets mostly hovered around the WS 60 point; however, during
the last week of the month tonnage thinned out and consequently
rates reached WS 75 and WS 72.5, respectively.
AFRAMAX:
Baltic Dry Index 2007, 2008 and 2009
Maritime
In March rates paid for 80,000 mt sized ‘cross UKC’ cargoes as
well as for parcels 100,000 mt from the Baltic (mostly Primorsk) to
UKC generally fluctuated within the WS 75/80 range; however, the
last days of the month brought a rise to WS 100 in trades ex Baltic.
In the Mediterranean and Black Seas an abundance of tonnage
caused a gradual deterioration of rates, which fell from WS 80/85
to WS 57.5/65 by the end of the month.
April was a far cry from what the owners expected to see. The
beginning of the month brought about WS 80/85 in Baltic/UKC
trade and this proved to be a monthly high. This was followed by
numerous fluctuations, however, basically with a downward trend
and finally a disastrous WS 50 during the last week. The ‘cross
UKC’ market basically oscillated between WS 65/80, with WS 65
being paid during the last days of the month. In the Mediterranean
rates fluctuated between WS 55 and WS 67.5, with about a five
point premium being paid for the Black Sea. An increase in activity
during the last week pushed the market up to WS 70 and WS 75,
respectively.
80,000 tonnes dirty (Aframax) 2007, 2008 and 2009
3/2009 | Baltic Transport Journal |

Overland
Rail transport networks in the BSR
Strategies for the future
There are, to date, no trains directly linking the
following cities: Warsaw, Vilnius (or Kaunas),
Riga and Tallinn. The absence of north-south
infrastructure is determinant here. This lack of
connectivity between the Polish and Baltic capitals
is still probably the most serious bottleneck
for the complete integration of the Baltic Sea region.
However, in this particular case, bus services
as well as air connections act as a substitute
to the relative weakness of the rail system.
Interestingly, although Tallinn, Riga and Vilnius are barely connected
to each other, they all have direct connections to St. Petersburg, even
if the frequency of the routes is rather low (6 weekly direct trains
each). In this regard, Minsk appears to be central here in acting as
the hub for connections between North West Russia, Kaliningrad
and Poland in addition to Belarus itself. Indeed, Minsk not only has
direct rail connections to Warsaw, Vilnius, Kaliningrad and Warsaw, but is
also a necessary way-station for mobility between these cities.
Gaps, gauges and bottlenecks
The most emblematic, and probably the most problematic challenge
in this regard corresponds to the lack of inter-operability of the various
national railway networks. Differing technical solutions and the varying
degree of modernity are limiting factors for enhancing mobility of persons
and goods across the border, and especially on the eastern shore of
the Baltic Sea, from Poland to North-West Russia.
As for the differing technical solutions, the main challenges remain
the differences in gauges between the Russian (1,520 mm) and European
(1,435 mm) systems. Besides Russia, Belarus and the Baltic States
have adopted the Russian gauge, due to their former belonging to the
Soviet Union. Finland also has the Russian gauge system. In Poland and
Kaliningrad, both systems can be found. Consequently, these territories
have become central interfaces for enabling the integration of both railway
systems on the eastern shore of the BSR.
The integration of the eastern BSR railway networks bears importance
on two main levels: first, to connect the main metropolitan areas (Warsaw,
Vilnius, Kaunas, Riga, Tallinn and St. Petersburg) and second, to act as an
interface between ‘continental Europe’ and Russia.
The lack of North-South linkages in the eastern BSR can be seen as
mainly due to the historical heritage of the region and the power play
within the former Soviet Union: East-West linkages, connecting each Soviet
republic to the central powerhouse of Moscow, were developed and
inter-regional linkages very consciously avoided. On the eastern shore of
the BSR, this results in a persisting lack of reliable, modern infrastructure,
for instance double and electrified tracks, connecting the main cities.
These ‘missing links’ are well highlighted by visualising the frequency
of transnational (i.e. crossing a national border) rail services between
the BSR’s main metropolitan areas (Figure 1). Indeed, the figure clearly
shows the still poor level of connectivity of the main metropolitan areas
on the eastern shore of the Baltic Sea, i.e. between Poland, the Baltic
States, Western Russia and Belarus.
| Baltic Transport Journal | 3/2009
Figure 1: Route frequency on main cross-border rail connections
in 2008 (weekly)
Source: Deutsche Bahn (2008), RRG Spatia
Table 1 provides further indications on the implications of the poor
connectivity of the rail system on the Eastern shore of the BSR by assessing
the time it takes to travel between these cities. To date, travelling
from Warsaw to Tallinn takes more than 40 hours and 6 changes to complete
the journey. The main problem related to rail infrastructure is witnessed
between Poland, Lithuania, Latvia and Estonia. For the journeys
between capital regions, bus connections are often faster as, for instance,
between Warsaw and Vilnius. There is still, to date, no train connection
between Tallinn and Riga. In an earlier report commissioned by VASAB
(Nordregio et al., 2000), it was already stated that no train connection
was available between these two cities in 1999: nearly a decade after, the
situation is still the same.
The hub-by-nature of the BSR
The second main dimension concerning the necessary integration of the
railway networks on the eastern shore of the BSR lies in its trans-continental
nature. Indeed, the geographical position of the BSR reveals its role as a potential
‘natural’ hub, acting as an interface between Europe and Asia. In this
regard, St. Petersburg is a key hub, as it enables to connect the BSR with the
greater Russian railway system and, due to the immensity of the country, to
countries in Central and Far-East Asia. This trans-continental potential is
even enhanced by the importance of the Tallinn-St. Petersburg railway corridor,
to date the busiest section for freight transportation in Europe.
In addition to this, the importance of Warsaw as a hub between the
BSR railway system and the ‘continental European’ one (see Figure 1), not

only because of its relative territorial location in the BSR, but also because
it is connected to both gauge standards, reinforces the support to a necessary
upgrading of the networks between Warsaw and St. Petersburg in
order to enable the blooming of such trans-continental linkages.
Integration is a must
The further integration of the railway systems on the eastern shore of
the BSR has repercussions not only for the capacity to integrate further its
regional economies and labour markets, but also on the capacity of the
BSR to act as a global player, an interface region between Europe and Asia.
Yet, the persistence of structural deficiencies endangers the achievement
of this potential. In that light, the completion of the TEN-T Rail Baltica
project, running from Warsaw to Tallinn, needs to be regarded as a high
priority project by the European Commission and the governments of the
BSR countries.
Furthermore, it becomes clear that the completion of Rail Baltica
should be connected to future plans for upgrading the Tallinn-St. Petersburg
section of the network, which would ensure a good connection between
the TEN-T and Russian networks. Yet, more than an upgrade, it is
in fact a complete renewal of the section in the European standard (1,435
mm) instead of the current Russian one (1,535 mm) that would only ensure
the integration of Russia within the predominantly EU/EEA BSR
region. The Tallinn-St. Petersburg connection is not only of vital importance
for the future spatial integration of the BSR, as it enables to connect
western parts of Russia to the north-eastern members of the EU, but it is a
key corridor for the transportation of goods from Central Asian markets
to Western European markets (Germany, France, Benelux), and offers an
efficient bypass from the crossing of Ukraine and Belarus.
The geographical location of the BSR, with Russia and Asia to the
East, and the Arctic region to the North, clearly demonstrates its strategic
position for Europe. Consequently, the integration of transport systems
within the BSR has a clear ‘EU added-value’ as it will enhance the capacity
of the macro-region to act as a hub for Europe in a trans-continental perspective.
It is, to my mind, clearly the reason why the European Commission
is currently developing a specific strategy for the Baltic Sea Region. It
is unprecedented, as it is the first time that the EU Commission elaborates
a strategy and action plan for a macro-region.
Yet, the strong focus on the BSR as a potential interface between the
EU and its eastern and northern neighbourhoods should not overshadow
the fact that the macro-region is very diverse with an increasing divide
Table 1: Shortest travel times between main cities on the eastern shore of the BSR
Shortest travel time between main
BSR cities in Hours:Minutes (Number
of train changes or Bus connection)
From
Warsaw
8:38 (3)
9:16 (0)
Overland
in the levels of development between the metropolitan areas and more
peripheral parts. Yet, so far, transport strategies in the BSR are essentially
elaborated for connecting the metropolitan areas between them. More
territorially differentiated strategies adapted to the needs of the different
territories that constitute the BSR are urgently needed.
What needs to be done?
The integration of the transport networks of the countries around the
Baltic Sea has been perceived, since the emergence of the macro-region
in the beginning of 1990s, as a necessary precondition for improving the
integration between its regional and national economies. Consequently, it
is not surprising that the theme of transport integration has been central
to the work of the Visions and Strategies Around the Baltic Sea (VASAB)
organisation, since the adoption of its first ‘vision’ in 1992 (the so-called
“Tallinn Report”).
In an increasingly globalized world economy, the positioning of regional
economies in this ‘space of flows’, as conceptualised by Castells,
ought to be a central concern for national and regional policymakers. The
need for a complementary approach synergizing the development of tangible
(transport networks) and virtual (information and communication
technologies) communication means is blatant.
In that regard, the Gdansk Declaration, the latest document adopted by
VASAB, acknowledges the need for better ‘global positioning’ of the BSR by
stressing the importance of EU policies with regards to accessibility issues.
Improved accessibility is seen as an important part of the Community Cohesion
Policy, and the planned investments in the Trans-European Transport
Network (TEN-T and TINA) are seen as crucial for improving the connectivity
of the BSR to the rest of the European continent. The development of
the Transnational European Networks represents a key part of the EU’s strategy
to achieve an integrated internal market, and is as well a key platform for
integrating the EU and Russia.
Alexandre Dubois
Research Fellow, Nordregio
alexandre.dubois@nordregio.se
The author would like to thank Carsten Schürmann (RRG Spatial Planning)
and José Sterling (Nordregio) for their support in the compilation of the empirical
data presented in this article.
Minsk Vilnius Kaliningrad Riga Tallinn
9:00 (Bus)
9:26 (2)
TO
8:04 (1) 13:20 (Bus)
24:31 (4)
24:32 (3)
17:00 (Bus)
40:36 (6)
41:18 (2)
St.
Petersburg
22:27 (4)
28:32 (0)
Minsk
4:30(0) 11:03 (0) 14:57 (2) 29:31 (1) 13:33 (1)
13:52 (0)
Vilnius
6:15 (0) 4:20 (Bus)
14:49 (1)
34:26 (2)
9:30 (Bus)
13:08 (0)
Kaliningrad
22:14 (2) 14:10 (Bus)
41:20 (2)
20:33 (1)
25:21 (0)
Riga
4:25 (Bus)
No train route
12:20 (0)
14:20 (Bus)
Tallinn
St. Petersburg
8:02 (0)
8:00 (Bus)
Source: Deutsche Bahn (2008), RRG Spatial Planning Database, Eurolines (2008).
3/2009 | Baltic Transport Journal |

Overland
TransRussia impressions and more
On standby mode
The business environment in Russia is not very friendly for private
forwarders and operators. Together with the pressure of competition,
they suffer from shrinkage of the freight market and a lack
of bank loans.
Lower demand has made the activity
of the operator companies
troublesome. Some of them have
already exited the market. Others
have developed lower price programs
practically for all sorts of
cargoes. One company reported discounts for
the transportation of metal by 10%, coal 5%
and ore – up to 10%.
The market is changing deeply
The privately owned container fleet is
mostly idle because of the shortage of domestic
freight and the obligation to pay
for storage at the same time. Moreover, a
lack of domestic freight has eliminated the
| Baltic Transport Journal | 3/2009
possibility of cheap relocation of containers
(in loaded transportation) to the Far
East, where they could pick up commercial
freight. Such a situation has disturbed many
business plans which had been working for
years.
Representatives of leasing companies
also report that they are in a difficult situation.
Mass return of the leased rolling
stock because of the competitive prices of
new cars can have a serious impact on the
railcar leasing market (however, it depends
on the provisions of the leasing contract).
Finance leasing companies are really confronted
with the return of the rolling stock.
The banks crediting these leasing contracts
are also in a bad position – the same
wagons of doubtful liquidity are the pledge
of the credit.
According to the official statistics, since
August 2008, the prices of new railcars have
been reduced by 15-20%, but at the same
time, the demand for the railcars has fallen
because of lower traffic. Over 55,600 railcars
have been purchased in 2008, and plans for
2009 include only 9,600 units. As a result,
production of the railcars has also fallen: until
the end of 2008, the car-building industry in
the CIS countries had a total output of 30,000
cars instead of 70,000 as before. Considering
the very high rate of fleet ageing, this can lead
to a significant decrease in the available fleet
in the future, to 670,000 units by 2015.
Demotivated business environment?
Already in 1977, when I participated in an
international transport event as an exhibitor
for the first time, it became clear to me that
the behaviour and reactions of the visitors

was an actual evaluation of the situation in
the industry. The latest experience, TransRussia
2009 (April 21-24 in Moscow), gave
more proof of that. As compared to its previous
exhibitions, the event had good statistics:
over 500 exhibitors from 33 countries,
including large rail networks and ports,
forwarders and logistic service providers,
as well as over 20 000 visitors.
As usual, there were visitors walking between
stands and watching the bright colours
of two-storey stands, the large spaces
of national companies and so on. However,
many of them demonstrated an unusual relaxation
and lack of specific transportation
inquiries. Mrs. Svetlana Minosyants, Rail
Service General Director, says, “They are
asking about possible carriage of specific
shipments; however, there is a feeling that
they are obliged to ask something but have
no real business interest for a while yet. It is
a matter to think about. We have felt it for
the past months, and the TransRussia event
has already confirmed that many potential
consignors are on ‘standby mode’. They
have adapted their business to the current
situation and hope for good prospects.”
Over half of the exhibitors were from
foreign countries, but this was not accidental.
It is evidence of the interest in the
Photo: Kühne+Nagel
Russian freight market and of a wish to compete
for vacant and profitable market niches.
The experts do not have one general
opinion about the status quo of the freight
market. Part of them considers it as a time
of coming out of the recession, others expect
the autumn to be the worst time for
transportation services. Nevertheless, the
crisis will not last forever, and the current
Overland
breathing space must be used to prepare for
future challenges. Intermediate companies
concerned with various aspects of forwarding
and logistic services have become an
integral part of the transport environment
in Russia, and they must be smart enough
to survive.
Vladimir Chernyshev
3/2009 | Baltic Transport Journal |

Overland
Soft measures for more sustainable road transport
Eco-driving
Fuel consumption and thus green house gas emissions of road
transport are constantly increasing. The concept of fuel consumption
reduction by means of applying an economical driving
style (so called eco-driving) represents an effective and low-cost
way for partial reduction of fuel consumption and CO 2 emissions
with immediate possible effects.
One of the factors affecting fuel
consumption, apart from the
vehicle’s technical characteristics
and load, etc., is the
driving style. Acceleration,
driving speed, gear shifting
etc., are characteristics of the driving style,
which have an important impact on the volume
of fuel consumption. The results of the RECO-
DRIVE project have proven that with appropriate
eco-driving techniques fuel consumption in
the field of road transport can be reduced up to
10%. The drivers can learn the eco-driving style
with appropriate driver training within one day.
However, it may be stated that in general the
fuel consumption is reduced for a short time
period succeeding the driver training whereas
in the long run, fuel consumption renders to its
previous level if the appropriate stimulation and
consumption control is not applied. In order to
achieve a sustainable reduction in fuel consumption
broader measures should be introduced. The
key to achieving a sustainable reduction of fuel
consumption is the employee’s motivation to behave
in a energy efficient way – for drivers that
means driving according to eco-driving principles,
for maintenance staff keeping the appropriate
maintenance standards, for procurement
understanding a company’s requirements and for
management applying energy saving measures
throughout the company’s operations.
Motivation for a start
The above mentioned problem is dealt with
in Intelligent Energy Europe’s project RECO-
DRIVE – “Rewarding and Recognition Schemes
for Energy COnserving DRIving, VEhicle procurement
and maintenance”. The project undertakes
some of the EU objectives and targets,
starting with the promotion of sustainable fleet
management, and aims at merging existing ecodriving
initiatives with progressive fleet management
and logistics optimization practice to
ensure continuity of the effects of fuel saving
measures. The project RECODRIVE focuses on
0 | Baltic Transport Journal | 3/2009
all processes comprising a human component
with special focus on recognition and reward
schemes for drivers, maintenance and procurement
staff. The key to keeping fuel consumption
as low as possible, within the existing vehicle
fleet, is to provide the drivers and other fleet
management staff with training, insight and
motivation. The staff must be motivated for constantly
keeping low fuel consumption in mind.
In contrast to many other eco-driving projects,
RECODRIVE offers a strategy for training and
keeping up the motivation for low vehicle fuel
consumption over a longer period.
One of the most important aims of the RE-
CODRIVE project is the implementation of fuel
saving measures, recognition and rewarding
schemes for drivers and the entire fleet management
into various transport companies acting
as demonstrators in the project. The successful
implementation and manifestation of efficiency
of measures undertaken is the driving force for
further diffusion of RECODRIVE initiative into
general practice.
It is important to stress that companies
introducing the eco-driving schemes, should
carefully plan the following basic implementation
steps, shown in Figure 1.
Based on an analysis of the current situation
in a company, eco-driving goals and
EMPLOYEES
Individual/Team
Goal setting
Situation
analysis
Training
Goal setting
implementation methods should be set. It is
very important to stress that the control mechanisms
and rewarding/recognition schemes are
to be explained to the drivers before the ecodriving
training is performed and implemented
immediately after it. We should keep in mind
that the drivers (besides the appropriate vehicle’s
maintenance and adequate fleet management)
have the greatest impact on fuel consumption
savings. One must always remember that even
the best drivers can improve their driving techniques
and reduce their fuel consumption.
The Slovenian example
In Slovenia, the RECODRIVE eco-driving
concept was practically tested in the following
companies: “Viator&Vektor” – freight transport,
waste management and transport company
“Snaga” and municipal utility transport
company “JKP Radlje”. Waste collection vehicles
(and urban busses) have special different driving
characteristics – they need to stop and start
frequently. Therefore, the eco-driving technique
can have an important impact on fuel consumption.
On the other hand, the need to idle while
the waste is being loaded (the vehicle’s engine
supplies the power needed to operate the refuse
loading system) can abate the positive effects of
eco-driving on fuel savings. The impact of driving
style on fuel consumption is, surprisingly or
not, more significant in long distance haulage.
The drivers taking part in eco-driving trainings
were chosen on basis of their abilities to
adopt new knowledge and to disseminate positive
experiences to their fellow drivers. Drivers
in each company were trained during the period
from November 2008 to January 2009.
Performance
management
Planning and
Implementation
Recognition and
Rewarding
Measuring
Analysis

Table 1: Reductions of fuel consumption achieved by vehicle
Company Vehicle Monitoring period
Viator&Vektor
(long distance freight transport)
Snaga
(waste collection and transport)
JKP Radlje
(municipal utility fleet)
As shown in Table 1, there are several levels
of the achieved fuel consumption reduction
in practice. For example, freight transport
operator “Viator&Vektor” has achieved
on average a 4,52% reduction of fuel consumption.
Fuel savings were also achieved in
waste management/transport company Snaga.
The results show that even in waste transport
with specific characteristics fuel savings are
achievable. “Snaga” has achieved an average
4,2% reduction of fuel consumption. Similar
results were achieved in “JKP Radlje” – on average
a 5,0% reduction of fuel consumption.
Noticeably higher fuel savings in litres in
the freight transport operator in comparison
to the waste management/transport operator
Percentage of
reduction
Iveco Stralis 6 months -3,42% 855 l
Iveco Stralis 6 months -5,53% 1.317 l
Renault Magnum 6 months -4,62% 1.071 l
Mercedes-Benz SKII 3 months -7.02% 330 l
Mercedes-Benz Actros 3 months -1,40% 83 l
MAN TGA 5 months -6,83% 455 l
Mercedes-Benz Actros 5 months -3,22% 254 l
or municipal utility company derives from
the average distance travelled. Vehicles in
long haul operations perform averagely more
kilometres per months than vehicles in waste
collection of municipal service.
The results achieved in the practice have
proven that soft measures in the field of ecodriving
can, to a certain extent, reduce the
average fuel consumption (pollution). Immediate
results of introduced measures are
therefore possible. Costs of introduction of
measures are relatively low. The fundamental
problem is the appropriate solution for ensuring
the consistency of use of eco-driving techniques
over longer period of time in practice.
Recognition and rewarding schemes, based
Overland
Fuel savings in the
monitoring period
on achieved fuel savings, are most probably
the right solution for the drivers and fleet
managers.
Stane Božičnik
Katja Hanžič
University of Maribor
Faculty of Civil Engineering
For more information, please visit
www.recodrive.eu.
3/2009 | Baltic Transport Journal | 1

Veterans to the Baltic
It is rather news than a memory. The Polish branch of the Belgian
company Megamar has bought a piece of British maritime heritage – the
pilot vessel Bembridge built in 1938. Now a veteran of the Trinity House is
lying on the slip in a small Szczecin shipyard and from autumn will serve
as an office for the new owners. They have the ambition to restore her,
except the engine room, to the original – depicted – appearance from her
youth. She is also a “cousin” of the former Trinity House tender Patricia
– now a floating restaurant in Stockholm. Both ships were built by the
famous Smith’s Dock in Middlesbrough.
Flying from a beach (2)
The postcard from the small fishing town and beach resort Leba shows
another forgotten attraction of a summer in the 1930s – it was a place of one
of the best glider schools in Germany. Planes took off from the hillside of the
highest sand dune situated 600 metres from the shore. To make the higher
altitude pilots used a so-called “air wave” created by the north and northwesterly
winds over a range of 40-metre dunes along the coast. The best
could fly up to 18 hours at a height of only 100 metres over their tops!
Photo: Marcin Błuś collection
A forerunner
A missing link in the north-south ferry connections in the Baltic
has been discovered by Finnlines. Since 1 June their white-blue giant
ro-paxes offer three sailings per week between Helsinki and Gdynia.
Let us remind of the forerunner of the service – the ferry Gryf, then in
colours of the POL. The postcard from 1973 depicts her first departure
from Gdańsk to Helsinki – the notice on the side and fore and aft full
dress are the evidence.
Photo: Zygmunt Grabowiecki
Photo: Tomasz Roliński Photo: Tomasz Roliński
Photo: Marcin Błuś collection
Only child
What joins a unique engine K class from Warsaw with the sea and
shipping? The link is very delicate, but it exists. The vehicle was built in
1939 in Gdańsk as a tram for the Polish capital. In the 1980s it was converted
to a switching engine but its producer – Danziger Waggonfabrik
– was converted earlier, in the 1950s, to a shipyard called Northern, now a
member of the Remontowa Group.
Maersk vessels…
Transport miscellany
…in miniature decorate the walls in the company’s headquarters
in Copenhagen. Our presentations usually serve as reminiscences or
benchmarks. In the case of Maersk’s model, it plays both roles – the
editor of the column remembers displays in the POL office in Gdynia
full of their deepsea liners… they are gone forever. But a benchmark
for surviving shipping companies and their agencies is still valid: if
you have only one shop window, please, show a model, and if you have
no window, follow Maersk’s initiative.
3/2009 | Baltic Transport Journal |

Who’s who
NTB: New Manager for a New Direction
Air Berlin’s New Executive
| Baltic Transport Journal | 3/2009
North Sea Terminal Bremerhaven has chosen Jan Gelderland as their new Managing Director. He takes
over from Gerhard Wahlers who has been with the company from its very inception in 1998.
With plenty of managerial experience, Gelderland is a well-known figure in the container industry. Before
moving to NTB he was head of the Business Development department at Hutchison Port Holdings. Earlier,
he was for several years involved with the Europe Container Terminal in Rotterdam, where he held, among
others, a position of Chief Operations Officer. In the early 1990s he worked for the American shipping line
Sea-Land Service whose European operations he supervised.
During the 11 years at the helm of NTB Gerhard Wahlers played a major role in helping the operator to
establish its current position. NTB’s shareholders and the Management Board are said to have made a joint
decision to replace Wahlers with Gelderland, confident that, in the words of chairman Emanuel Schiffer,
“the time has now come for a change.” The chairman also stressed that the company is grateful to Gerhard
Wahlers for his years of dedication and expressed hope that, despite the hard times ahead, Jan Gelderland
will prove a “worthy successor” to the retiring director. 1 May 2009 marks the official management change
in the Bremerhaven terminal.
No. 2 Named No.1 at Finnair Finance
Maunu Visuri was appointed head of Finnair Aircraft Finance, the body within the Finnair Group responsible
for the commercial and legal side of Finnair’s aircraft ownership. He stepped in for the retiring director
Colin Molloy and took over the department on May 1.
Visuri began his career at Finnair in 1997 as an engineer in the company’s Technical Services – as he admits
himself, although his new duties are far from his original line of work, he finds his engineering experience “still
of great use” to him. After a period as fleet manager, he most recently held the position of FAF Deputy Managing
Director under Molloy, starting from 2006 and lasting until the latter’s retirement at the end of April 2009.
As the department’s director he is now in charge of all aircraft trade and lease contracts, as well as long-term
fleet planning for Finland’s largest air carrier.
Hapag-Lloyd: Between Poland and Hamburg
Global reorganization at the container shipping line Hapag-Lloyd brings changes to the power structure
of its Polish branch. Starting from 1 June 2009, Mark Wottke moves from the post of its Managing Director
to the company’s headquarters in Hamburg to become Senior Director at the Global Account Management
department.
Following Wottke’s departure Alina Angielczyk, who has until now served as the local Sales Director, gets
elevated to take over as head of the company’s Polish office. She will now report directly to Leo Vapalahti, the
Helsinki based Area Manager Finland & Poland for Hapag-Lloyd AG.
Air Berlin’s Board of Executive Directors has named its newest member – Christoph Debus, a 38-year old
aviation expert, is set to assume a seat on the board on 1 June 2009. Debus is to be in charge of the company’s
sales, network and IT.
Before joining Air Berlin, Debus was for four years the Managing Director at the Condor airline, and concurrently
a member of the Airline Executive Board of Thomas Cook Group. Prior to that, he was a partner at Roland
Berger Management Consultants, where his responsibilities included areas such as aviation, tourism and
the car industry. Debus holds a degree in industrial engineering from TU Darmstadt and the École Centrale
de Lyon.
Adam Olesiejuk

www.mainport-hamburg.de
Port of Partnership