Newsletter - October2020

2020 October Issue
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Contents
External Articles
-Felixstowe surcharge announced as
congestion continues 3 - 7
-Strong air freight demand ex-Asia versus
tight capacity drives up rates 8 - 10
-Covid-19 accelerating shift of manufacturers
away from China 11 - 14
-CMA CGM confirms ransomware attack 15 - 18
-Most UK freight forwarders unprepared for
1 January Brexit deadline 19 - 21
Polish APPLE EXPORT season is coming! 22
Centrolene 1st Online One-on-one Meetings 23
Transorient is listed among Turkey’s
"Best Managed Companies" 24 - 25
Charles Kendall Freight is pleased to
announce 2 Multimodal 30UNDER30
Award Nominations / Recipients 26
ICE welcomes David Morel 27
Customer appreciation letter to Anfa Logistics 28
Bram Boemaars, Managing Director of
Hollandia Forwarding B.V. was invited
and interviewed by a National Dutch TV 29
Membership Renewal 30
Centrolene Members Wanted in Denmark,
Finland, Iceland, Norway, Portugal 31
Centrolene Global Coverage 32 - 33

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Felixstowe surcharge announced as
congestion continues
Source: Lloyd’s Loading List
Date: 25 th September 2020
Forwarders expect that other carriers will follow suit in charging extra fees
due to higher operational costs currently at the UK’s largest container port
and expect the situation’s impact to spread to other UK ports
With congestion issues continuing at the UK’s largest container port,
Felixstowe, one container line has said it will be implementing a Port
Congestion Surcharge of US$150 per teu for Felixstowe from the start of next
month, with others expected to follow.
In a note to customers this week, CMA CGM said that “due to a combination
of factors, including significant increase in import container arrivals, reduced
terminal productivity due to Covid-safe working practices, and the deep
cleaning required at each shift changeover, and reduced driver availability in
the container sector, the operational costs have significantly increased in
Felixstowe terminal over the past weeks”.
As a result, CMA CGM will be implementing a Port Congestion Surcharge of
US$150 per teu for imports and exports to and from Asia via Felixstowe on its
FAL (French Asia Line) services from 1 October, until further notice.
Freight forwarders expect that other carriers are likely to follow by adding
their own surcharges, and also expect the situation’s impact to spread to

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other UK ports.
Martin Rue, Director at UK freight forwarder Norman Global Logistics, said
yesterday that “despite the port apologising to customers for the
inconvenience of the congestion caused by a spike in import container
volumes, we have yet to see any improvement and expect the situation’s
impact to spread”.
Although the port said last week that it was taking measures to improve
service levels, which included increasing its vehicle booking system availability
to more than 4,300 vehicles a day, Rue reported that booking slots are still
substantially reduced, with even the biggest operators receiving less than 50%
of their usual allocation.
“Maersk, OOCL and other carriers have warned customers of delays
discharging containers from vessels and longer turnaround times for trucks, as
well as import containers missing rail connections and some vessels have
already diverted to Southampton or London Gateway,” he added.
Other carriers set to follow
And after receiving notification from CMA CGM of its Port Congestion
Surcharge, Rue said: “It is likely and must be anticipated that other carriers
will follow suit.”
He promised to keep customers informed of developments as they occur but
warned that “with merchant haulage already overstretched, the additional
pressures of demand switching to Southampton and London Gateway is likely
to lead to disruption as these hubs are unprepared for the additional volumes
coming their way.”
He added: “We are monitoring developments across all ports and will
continue to work closely with our customers to find solutions and alternative

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options, as appropriate.”
Criticism from customers
As reported earlier this week, Felixstowe, is facing criticism from shippers and
freight forwarders after announcing it would no longer accept empty
containers due to congestion, or would reduce the number of empty
containers being returned to the port by rail and road.
Robert Keen, director-general of the British International Freight Association
(BIFA), said the operational performance at Felixstowe had been very
challenging for some time, but the issues had escalated at the end of last
week. He said the latest initiative appeared to be “an attempt to overcome
the huge congestion that has developed at the port, which has led to
significant haulage problems for our members whereby many containers can
neither be collected, nor returned”.
Forwarders were told last week that they can no longer return empty
containers to the port until 23 September, although it was unclear at the time
of writing whether this situation had changed. BIFA noted that delivering
empties to inland container parks would increase haulage costs for its
members and lead to higher quay rent and demurrage issues and expenses,
“which are difficult to pass on to our members’ customers”.
Keen said forwarders were reporting that the port’s operator had been
unresponsive to the issues they had raised.
Longer-term challenges
Felixstowe has faced several challenges in recent times, and struggled to
recover from the failed installation of a new terminal operating system (TOS)
in 2018. Keen suggested that the current issues link back to those problems,
noting: “The debacle in 2018, when the port undertook a disastrous migration
to a new in-house terminal operating system appears to be at the root of the

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current VBS (vehicle booking system) problems, which is exacerbating the
congestion problems caused by other issues – including a huge increase in
container moves ahead of the Golden Week in China, reduced container
moves per hour at the quayside, and serious staffing issues.”
He said BIFA members had suffered from two years of poor service from the
port, claiming it was now time that its operator “considers BIFA members as
direct customers of the port, and shows some willingness to discuss
compensation for the damage caused and the increased costs that have been
incurred by those members. At the very least, the port authority should
extend free-time for quay rent and demurrage.”
Spike in import volumes
Sources close to the port, however, say that the current issues are not related
to the TOS.
In a statement published late last week on its website, Felixstowe – which is
owned by Hong Kong-based Hutchison – said it was “experiencing a high
demand for both road and rail capacity”, adding: “The situation has been
caused by a sharp spike in import container volumes, along with a high
proportion of late vessel arrivals. The weekly import volume for the last two
weeks has been over 30% higher than average levels.”
This was exacerbated by unusually high levels of empty containers at the port
and the impact of the ongoing Covid-19 crisis on resource availability, it
added. In order to bring performance levels back, Felixstowe would increase
vehicle book system slots to 4,300 per day and open on Sunday for haulage
collection. But it said it would “temporarily slow down and reduce the number
of empty containers being returned to the port by rail and road”, to ensure it
did not run out of storage space.
Other measures would include the recruitment and training of 100 equipment

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drivers, which had not been possible during the lockdown, the port said.
The congestion issues come at a difficult time for ports, which are trying to
recover from the impact of the pandemic. After losing large amounts of
volumes, and revenues during the peak of the crisis, they are now facing a
sudden resurgence of demand during the peak season. But at the same time,
terminals are faced with container lines leaving empties on the dock as they
rush to meet schedules.
Staffing has also become more difficult as training had to be reduced during
the pandemic, as close-quarters one-to-one training could not be done safely.
There are also concerns that freight forwarders are making resource planning
even more difficult by bulk booking vehicle booking slots they don’t need then
releasing them at the last minute, meaning that other forwarders or shippers
do not have time to take up the slot.
In the meantime, freight forwarders have reported carriers advising them to
switch any export bookings to other UK container ports, notably either
London Gateway or Southampton.

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Strong air freight demand ex-Asia
versus tight capacity drives up rates
Source: Lloyd’s Loading List
Date: 25 th September 2020
With hundreds of charters booked at ‘top dollar’ and a market that is
borderline sold out for the peak season on the transpacific, the market has
become ‘spot-rate driven’ and it has been a challenge to meet capacity
needs, forwarders report
As the peak season approaches, strong demand for air freight, especially out
of Asia, continues to come up against a shortage of capacity and more or less
the entire market is ‘spot’ rate driven, according to a senior executive at a
leading forwarder.
“While it would appear ex-China capacity is back to or even exceeding last
year’s levels, this has been mainly down to charter flights which, having
transported a rush of PPE from China earlier this year, are now carrying
regular air freight,” DSV’s head of Global Air Freight Procurement, Mads Ravn,
told Lloyd’s Loading List.
“However, obviously these flights are not accessible to the whole market but
only to specific forwarders or clients who have chartered the planes. Actual
capacity should be calculated on the basis of scheduled flights and while these
have increased, the reality is, capacity remains well down on the pre-COVID
period, forcing up rates.”
He continued: “New hi-tech product launches have pushed up charter pricing

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to near May (2020) levels ex-China, while a dynamic e-commerce segment
and also buoyant demand for ‘home office’ equipment is also contributing to
the hikes in the current capacity squeeze.
“With hundreds of charters booked at ‘top dollar’ and a market that is
borderline sold out for the peak season on the transpacific, it has been a
challenge to meet capacity needs. DSV has secured additional capacity on key
routes from Shanghai and Hong Kong to Luxembourg for the peak season and
beyond, using B747 freighters on a weekly roundtrip basis. This is in addition
to our long-term charter network capacity already deployed.”
Focusing on the ex-Europe market, Ravn said that demand “has been way
down and only slowly starting to come back now. We expect it to increase and
have added capacity through our charter network and larger block space
agreements to cope with it.”
Among the mainstay verticals in air freight globally, automotive has probably
been hit the hardest during the corona crisis in contrast to pharma, which has
done very well, he said.
Rising rates since end of summer
As for the pricing environment, Ravn noted that during a summer ‘lull’, rates
ex-China, Hong Kong and Vietnam had “dropped off for six weeks, only to
increase again in the course of a month,” adding: “Rates on passenger aircraft
have exceeded those on freighters on a number of routes. More or less the
entire market is now spot driven.
“Commitments on rates are largely short term and without guarantees. In
general, rates are up and significantly, on routes primarily covered by pax
services pre-COVID.”
Asked whether the pandemic had changed DSV’s relations with the airlines,

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Ravn commented:
“There is a different level of appreciation with both sides making every effort
to solve the needs of our mutual customers. We are thankful for the cooperation
we have experienced from all our key partners (at the airlines) who
are not only dealing with the biggest challenge of their careers but also
working under a tremendous burden given the financial pressures on their
employers in these exceptional times.
“Our customers have also been very understanding and while everyone would
like to know when they can get their contracted rates and a fixed schedule
back on track, the plain fact is, the outlook is not as pretty as one would wish
and patience will be needed well into next year.”

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Covid-19 accelerating shift of
manufacturers away from China
Source: Lloyd’s Loading List
Date: 28 th August 2020
Informal survey by Flexport found more than half of participants had
relocated sourcing in the last six months, and almost one in three had moved
more than 10% of their supply to other countries
Global supply chain disruption caused by global coronavirus lockdowns and
simmering Sino-American tensions ahead of US Presidential elections are
prompting beneficial cargo owners and their 3PL partners to ratchet up efforts
to find non-China sourcing options.
And although the full scale of any migration of sourcing away from the east
Asian manufacturing powerhouse will take some time to emerge, freight
forwarders say the process of manufacturers diversifying their supply options
has already begun and is expected to accelerate – particularly among US
firms.
Long before the world had heard about coronavirus, the US-China trade war
had already incentivised manufacturers to shift production out of China to
avoid inflated tariffs on exports to the US, DHL Global Forwarding’s head of
global ocean freight Dominique von Orelli told Lloyd’s Loading List.
“Manufacturers were already looking to diversify production before
coronavirus lockdowns in China,” he said. “That process started before and it

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will continue.
“When I talk to our customers, they are looking for alternative production
sites. There is little confidence in the China-US relationship, I think that’s very
clear, especially when we talk to our customers in the US.
Dependence on China questioned
“China will always be important because it’s China. But to be so dependent on
China, those times might be over.
“However, we see very strong volumes right now. Whether the situation will
change can be only said post-Corona and after the US elections.”
As a recent webinar organised by Flexport made clear, exports to the US from
countries in South East Asia that have benefitted from shifting production
away from China were far more robust during the early stage of coronavirus
lockdowns.
After five tough months, US imports from China started to pick up from June.
However, Vietnam, Thailand, Singapore and Indonesia have all enjoyed moresteady
growth in exports to the US this year, with Vietnam prospering
particularly strongly throughout the pandemic (see table).
A survey of Flexport webinar participants found that over 50% had shifted
volumes away from China in the last six months and 31.6% had moved more
than 10%.
Nerijus Poskus, Global Head of Ocean Freight at Flexport, said that China lost
volumes at the start of the year, but a clear takeaway from 2020 in terms of
sourcing patterns was that the clear “winner of trade war between the US and
China is definitely Vietnam”.
He added: “Vietnamese imports to the US remained extraordinarily strong

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even during the pandemic. It’s like the pandemic was never there.”
However, even though China’s exports to the US were hit earlier in the year,
Poskus noted that by June and July they had not only recovered but were also
growing year-over-year.
And Martin Holst-Mikkelsen, Head of Europe for Ocean Freight at Flexport,
said China would remain a major manufacturing hub for many years to come.
China has the infrastructure
“It’s simply infrastructure,” he added. “The skills and capacity that has been
established over decades cannot be replaced in a short period of time.
“Some manufacturing, of course, is easier to move than others. And if you
think apparel or furniture, you actually have good alternatives emerging
elsewhere in the world.”
But, he said, for industries reliant on technology, shifting sourcing countries
was difficult.
“A lot of the technology that’s being built or made is in China requires skills
that are just not easily transferred elsewhere. And it’s also not just about
labour and factories; it’s also about raw materials which are [available] in
China and not easy to shift away.
“I think the Indian Subcontinent and South East Asia are emerging very fast
because of shifts away from China because of Trump tariffs also imposed in
the US, but that doesn't necessarily mean that Europe has shifted to the same
extent.
“So, I think we are going to see a shift in manufacturing away from China, but
it will be gradual and we’ll see some segments shifting before others.”

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A nasty surprise for shippers
Klaus Lysdal, the US-based vice president of operations at iContainers, told
Lloyd’s Loading List that many shippers had received a “nasty surprise” as the
US-China trade war escalated. “The big problem was that that it happened so
quickly – US importers couldn’t just go out and find a supplier in India,
negotiate agreements and do quality control to put everything in place. So, a
lot of a lot of people got hurt pretty bad in the beginning.
“Some companies here in the US simply just said: ‘With these kinds of taxes,
we can't survive’. So, they locked up and closed the doors.
“Some tried to somehow make ends meet until they can find other suppliers.
But the plan is definitely for a lot of people to find other suppliers – either
completely in other countries, or so that they spread the risk.
“So, if they were doing 10 containers a month from China before, maybe they
are going to reduce that to five – and then to three from Vietnam and two
from India, or wherever they have found other suppliers. That way, (at) least
you have the option that if this trade war continues or escalates and you have
these problems, you have other suppliers.
“Eventually, maybe they’ll shift it all out of China, depending on how things
develop.
“So, we’ll see far bigger flows from sources outside China over time”

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CMA CGM confirms
ransomware attack
Source: Lloyd’s Loading List
Date: 29 th September 2020
The French carrier was asked by hackers using the Ragnar Locker
ransomware to contact them within two days ‘via live chat and pay for the
special decryption key’. No ransom price has been named yet
CMA CGM, the French container line, is working to reverse the impact of a
ransomware attack that has shut down many of its online services.
The cyber attack was launched using Ragnar Locker, a data encryption
malware that has affected companies elsewhere. It is similar to an incident
involving Portuguese energy firm EDP Renewables earlier this year.
In an email sent on Sunday and seen by Lloyd’s List (below), the hacker
requested the French carrier to contact it within two days “via live chat and
pay for the special decryption key”.
The exact price was not disclosed.
In a customer advisory, CMA CGM said the websites of the company and its
two subsidiaries — ANL and CNC — had become unavailable alongside its IT
applications “due to an internal IT infrastructure issue”.
Staff in Europe have been told not to use any company IT equipment,

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according to sources.
CMA CGM initially denied it had been hit by a cyber attack. However, vicepresident
Joël Gentil has now confirmed a security breach.
“The CMA CGM group, excluding CEVA Logistics, is currently dealing with a
cyber attack on peripheral servers,” he said. “Now that we have identified this
problem, we have interupted the access to our system to prevent the malware
from spreading. Now our information system is resuming.”
He said the container line’s network remained open for bookings.
“We are progressively resuming connectivity so in some instances bookings
can be taken online, but where customers cannot get online they can call their
local offices. The situation is coming back to normal. It will take a few hours.”
An investigation was now under way into how the systems were infected.
The company said further information would be issued later.
Industry sources said services run by the container line at a number of
Chinese offices, including Shanghai, Shenzhen and Guangzhou, had been
disrupted.
“It seems the booking system is down,” said one container terminal manager
at the port of Shanghai. “Cargo loading could be affected.”
Hong Kong port sources said CMA CGM’s operations both at the container
terminal and on its vessels are normal.
CMA CGM has a joint venture with PSA, CMA CGM-PSA Lion Terminal, that
operates four mega container berths at Singapore’s Pasir Panjang terminals.

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PSA declined to comment on operations at the terminal.
The Ragnar Locker attack would make CMA CGM the fourth major container
shipping carrier known to have fallen victim to such a major cyber incident.
In July 2018, Chinese giant Cosco Shipping was hit by a cyber attack that
disabled its IT systems in the US.
Maersk Line sustained a severe blow from a ransomware attack in 2017,
which cost the Danish carrier up to $300m.
Mediterranean Shipping Co suffered a shutdown from a cyber attack earlier
this year.

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Most UK freight forwarders
unprepared for 1 January Brexit
deadline
Source: Lloyd’s Loading List
Date: 15 th September 2020
Survey finds a majority of logistics firms fear they will have insufficient staff
for the extra customs-related work required after 31 December and believe
government guidance needs to be clearer and more accurate
Most UK freight forwarding and logistics firms fear they will have insufficient
staff to undertake the additional customs-related work required from 1
January when the UK’s Transition Period after leaving the European Union
ends and believe government announcements, publications and information
need to be more accurate and clearer.
Following a survey of its members, the British International Freight
Association (BIFA) reports that a majority of respondents have significant
reservations over whether they will have the capacity to handle the major
changes to the UK’s trading relationship at the start of 2021, such as new
customs documentation and procedures.
Nearly two thirds – 64% of respondents – felt they would not have sufficient
staff to undertake the additional customs-related work that will be required
from 1 January, a proportion that has risen significantly since a similar survey
was conducted in May.

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Robert Keen, director general of the trade association that represents Britain’s
freight forwarding companies, says he believes that the results of BIFA’s latest
survey of members clearly demonstrate that much greater clarity is needed
on government plans for the border.
“The results indicate that the recent publication of the Border Operating
Model and Moving Goods Under the Northern Ireland Protocol have not
greatly assisted members’ understanding of procedures regarding imports and
exports between the EU and UK, and GB and Northern Ireland, respectively,”
Keen said.
In a general question on their understanding of the UK government’s plans for
the border after the end of the Transition Period, more than half of the
respondents said that they either had no knowledge, or what knowledge they
do have needs improving.
In regards to the Border Operating Model, while 70% of respondents said they
understand the Customs procedures required to import goods into the UK
from the EU at the end of the Transition Period, fewer than half said that was
the case in regards to Safety and Security Declarations. This was also the case
with respondents that are involved in the import of live animals, and/or
products of animal origin, as well as fresh fruit and vegetables.
The results were broadly similar for procedures to be followed for export
movements from the UK to EU, although 79% said they have no
understanding of import procedures in individual EU Member States regarding
export movements from the UK to EU.
Northern Ireland confusion
Asked whether they understand the correct processes relating to trade
between mainland GB and NI under the ‘Moving goods under the Northern
Ireland Protocol’ process, the overwhelming majority of respondents said they

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do not understand the customs procedures, nor the safety and security
declarations that will be required.
When asked about their familiarity with the following processes or
organisations, the negative responses “were equally worrying”, BIFA said.
“More than half of the respondents said they had no familiarity with the
Goods Vehicle Management System (GVMS), whilst more than two thirds said
the same about the Smart Freight Service; and the Trader Support Service
(which applies to businesses in Northern Ireland only).
Keen added: “In a similar survey conducted in May this year, 50% of
respondents felt they would not have sufficient staff to undertake the
additional Customs-related work that will be required from 1 January 2021. In
the latest survey, that has increased to 64% of respondents – which makes
sense in light of the fact that 69% of respondents in our latest survey said the
Covid-19 pandemic had impacted on their ability to prepare for the end of the
Transition period.”
Asked whether they would like to receive more information from government
on various issues, an overwhelming majority said yes: 86% for import/export
customs procedures; 71% for controlled and licensable goods; 82% for safety
and security declarations; 77% on the Goods Vehicle Management System
(GVMS); 85% on the Smart Freight Service and 62% on the Trader Support
Service (Northern Ireland only).
BIFA was concerned to hear that over 50% of respondents said they have not
received direct communication from government on EU exit or the end of the
Transition Period, and of those that had, less than 40% found it clear and
accurate.
On a more positive note, the overwhelming majority of respondents (88%)
said that they are aware of the Government’s Customs Intermediary Grant

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Scheme to assist with training, new IT and recruitment costs’ whilst 72% said
they have already made use of the scheme, or intend to do so.
Keen added: “Our previous survey found that the majority of respondents
believe that an extension to the transition period was desirable, if no trade
deal is agreed by 31 December 2020 and UK trade with the EU is conducted
on WTO lines.
“Whilst government chose to ignore the appeal for an extension that we
made to them, based on that finding, we know that it is capable of listening to
advice from business.
“We hope that they will be willing to listen to the significant reservations that
have been expressed by the companies that are on the front line in the
management of the UK’s visible imports and exports, including 80% or more
of customs entries, in regards to their preparedness for the end of the
transition period.”

1 st Online One-on-one Meetings
IT’S A WRAP...
with more than 50 participants joining us!

Charles Kendall Freight is pleased to announce
2 Multimodal 30UNDER30 Award Nominations / Recipients
On 14th September, Megan Morgan was announced as a Multimodal 30UNDER30 Winner in an
industry search to identify the brightest young talent in the transportation and logistics sector. This
recognition reflects Megan’s contribution within Charles Kendall Freight’s Manchester Branch. Robert
Jervis, Director of Multimodal who sponsored the contest commented "We are very fortunate to have
so many talented and dedicated young people in our industry. The quality of all the entrants was
exceptionally high and I would like to thank our judges who had the unenviable task of deciding
amongst so many deserving entrants." Charles Kendall Freight are very proud that both Megan and
Amber Clarke (also from CKF Manchester) were short listed this for this Award and felt that both
candidates were equally worthy and equally deserving to win. CKF’s Director of Global Trade
commented ‘Our company are very proud that two of our colleagues were short listed for this
prestigious award and we would agree that the judges would have had an unenviable task of deciding
who made the final list. CKF believe that our greatest asset is our staff, and it is very rewarding seeing
our colleagues’ efforts recognized externally with an industry award of some note. ‘Well Done’ to
Megan and extending ‘Commiserations’ to Amber.

Hollandia Forwarding B.V., founded in 2014, operates as a licensed
international freight forwarder and customs broker. Their aim is to offer
tailor made solutions to all their client's individual requirements.
Each staff member has years of experience in the field of forwarding
and can
Assist you with all your logistic needs for both airfreight and sea freight.
Hollandia Forwarding is member of FENEX, the Dutch organization for
freight forwarders and logistics.
Their office is conveniently located next to the runway at Amsterdam
airport from where they coordinate all their global freight forwarding
activities. Through a carefully selected hand-picked agent network
which consist of over 100 reliable partners worldwide Hollandia
Forwarding is able to provide high quality forwarding services on all
continents.
Bram Boemaars, Managing Director of Hollandia Forwarding B.V. was
invited and interviewed by a National Dutch TV about Freight
Forwarding in The Netherlands.

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• CEL Logistics, INC. in Philippines
• ANFA Logistics in Pakistan
• Iditarod Logistics Ltd. with head office in Hong Kong and
office in China
• Europrim Shipping SRL in Romania
• Hollandia Forwarding B.V. in Netherlands

Centrolene Members wanted in
Denmark, Finland, Iceland,
Norway, Portugal
3 simple steps to get rewarded
Refer Join Reward
Contact: james@centrolene.com

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2020 October Issue
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