Project Cargo Weekly - Yearbook 2023

PROJECT CARGO WEEKLY

Global Readers

Neutral Coverage

2023

In-Depth Interviews

www.clcprojects.com

FORTNIGHT EDITION

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Dear Readers, It is my pleasure to write this YEARBOOK 2023 editorial.

We are now publishing our YEARBOOK for the 5th time. As always, it is a compilation of the main interviews, both written and video interviews (click to play) that we have had during the year passed.

2023 was a remarkable year. Not only for myself turning 60 and celebrating it with both a party in MALTA and a trip onboard a freighter from Portugal to Durban, but also on the business front it has been a special year.

Rates began plummeting after the COVID crisis abated. As a result, some of the main shipowners started to actually treat their customers well again only to change their tactics towards the end of the year due to RED SEA politics. But let us also be frank: business is business. If you are in there to make a profit and focus on the bottom line, then, of course, the market decides, and shippers, BCOs (beneficial cargo owners), and freight forwarders need to bite the bullet. Yet, having said that, there is no reason why there should not be a certain level of customer service.

Project Cargo Weekly (PCW) prides itself in being a publication that does not curry favors and does not overdo the advertising. We might even say that we thus "earn less", but the whole point of allowing a maximum of 4-5 banner ads per week means we hope that our readers like to follow our newsletter both now and in the future. I originally wanted to be a journalist when I quit school in 1980, but thanks to my father, I got into shipping as a trainee and frankly have never looked back since. As it turned out, with PCW I did finally become a kind of journalist —a profession that opens many doors and lets you establish a global network.

I traveled extensively during 2023, amounting to roughly four times (4x) around the world, according to my location history recorded by my phone. However, I must admit that handling the time zone changes, especially when traveling west/east, has become increasingly difficult. Nevertheless, for me, face-to-face meetings with customers, advertisers, content providers, network members, and others can never be replaced by Teams or Zoom.

While it is possible to maintain these important relationships to some extent virtually, there is no substitute for shaking hands, looking people in the eye, and even enjoying a coffee or a drink together. These experiences are truly priceless.

For me, 2023 for me will go down in my history as one of the best.

One thing that has taken up a lot of my attention... As freight forwarding was my "education", I have always been keen to support freight forwarders worldwide. Now like Mao Tse Tung said: ‘In the cleanest water lives no fish.’ I am not naive to think that all freight forwarders are angels. I can understand that some shipowners are now offering door-to-door services, either directly or indirectly. However, I believe that the following example is a futile attempt to ride several horses at once: when a freight forwarder books cargo with a specific shipping line, and then that line immediately approaches the direct shipper, while the liner department of the shipowner at the same time seeks cargo from the same freight forwarder.

This situation is ridiculous. In my view, it constitutes unfair business practices and should be addressed.

The best approach, of course, is to support shipowners that do not engage in this kind of policy.

Living by the motto ‘Proud but not arrogant, humble but not crawling’ seems to be a prudent way forward — even for the high and mighty!

PCW is part of the CLC Projects Group of companies (www.clcprojects.com & www.cross-ocean.com).

Being part of a network of freight forwarders, shipowners, and other service providers does mean that we have had full support in the year of 2023. For that, we are thankful of course. However, let me be clear: we will interview without fear or favor anyone that has a contribution to shipping —and that goes also for other networks of which there are many out there.

Finally, let me once again say THANK YOU for the year of 2023. Thank you to our advertisers which we, as usual, have a limited number of. Thank you to everyone who has met me and supported me during the year passed. We live only once, and we need to make the most of it. Thank you all for what you have done for PCW!

Yours sincerely,

Bo H. Drewsen bo.drewsen@projectcargo-weekly.com Editor in Chief of Project Cargo Weekly

PCW YEARBOOK 2023 COVER

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UNITED HEAVY LIFT

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EDITORIAL

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BBC CHARTERING

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TABLE OF CONTENTS

6,7,8

COLI SHIPPING

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WEEK #2 – 2023

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VIDEO INTERVIEW: COMARK PROJECT LOGISTICS COMARK PROJECT LOGISTICS

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IGNAZIO MESSINA & C. – GENOA, ITALY

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HAROPA PORT – FRANCE

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VIDEO INTERVIEW: CORY BROTHERS – UNITED KINGDOM

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GLOBAL LOGISTICS PROJECTS AG

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WEEK #4 – 2023

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MACS MARITIME CARRIER SHIPPING GMBH & CO, – HAMBURG, GERMANY

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GPL – GLOBAL PROJECT LOGISTICS – BUSAN, SOUTH KOREA

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FPS (PVT) LTD – SRI LANKA & THE MALDIVES

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VIDEO INTERVIEW: KWH LOGISTICS – VAASA, FINLAND

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TO GROUP

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WEEK #6 – 2023

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VIDEO INTERVIEW: FEI CARGO – MUMBAI, INDIA

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VIDEO INTERVIEW: QIIK – DIGITAL AGENCY

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FATS (FORWARDING AFRICAN TRANSPORT SERVICES) – DURBAN, SOUTH AFRICA

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SINO PROJECTS

59

WEEK #8 – 2023

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LOGISTICS MATES CORP., – TOKYO, JAPAN

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C. STEINWEG (SÜD-WEST TERMINAL) GMBH & CO. KG, – HAMBURG, GERMANY

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MACS SHIPPING / HUGO STINNES SCHIFFAHRT

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SPECIAL TRAVEL EDITION PART 1 – 2023

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SPECIAL TRAVEL EDITION PART 2 – 2023

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PACIFIC INTERNATIONAL LINES (PIL)

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WEEK #16 – 2023

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VIDEO INTERVIEW: APRILE – PROJECT FORWARDING DIVISION

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VIDEO INTERVIEW: ROMEU GROUP – SHIPPING AGENCY DIVISION

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AGILE SHIPPING – ALEXANDRIA, EGYPT

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WEEK #18 – 2023

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PROJECT LOGISTICS GMBH – WALS-SIEZENHEIM, AUSTRIA

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PODCAST EPISODE: FLIWAY – NEW ZEALAND

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VIDEO INTERVIEW: LANKA SHIPPING & LOGISTICS – SRI LANKA

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LOGISYN ADVISORS

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WEEK #20 – 2023

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SWIRE SHIPPING – AUSTRALIA & PNG

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ES LOGISTICS – BRAZIL

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ISS PALUMBO – ITALY

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PROTOS SHIPPING

125

WEEK #22 – 2023

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TRADINTER GROUP – GUAYAQUIL, ECUADOR

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RORO SHIPPING COMPANY – PANAMA

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ULTIMATE BUSINESS LOGISTICS (UBL) – ASHDOD, ISRAEL

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MASTERLINE LOGISTICS GROUP – ASUNCIÓN, PARAGUAY

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CROSS OCEAN

149

WEEK #24 – 2023

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LOGIMAR SRL – ITALY

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VIDEO INTERVIEW: ARANUI CRUISES – TAHITI, FRENCH POLYNESIA

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LAKEWAY LINK LTD. – SWEDEN & POLAND

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CLC PROJECTS

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WEEK #26 – 2023

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VIDEO INTERVIEW: DEUGRO DENMARK

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VIDEO INTERVIEW: GULFTAINER, U.A.E.

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VIDEO INTERVIEW: C. STEINWEG – HANDELSVEEM TERMINAL – ROTTERDAM, NETHERLANDS

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VIDEO INTERVIEW: EASYFAIRS / ANTWERPXL

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WEEK #32 – 2023

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VIDEO INTERVIEW: HARREN GROUP / COMBI LIFT PROJECT LOGISTICS

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VIDEO INTERVIEW: LIBURNIA GROUP

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CCL (PACIFIC) SDN. BHD – MALAYSIA

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WEEK #34 – 2023

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VIDEO INTERVIEW: DTK AIR & SEA – DENMARK

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VIDEO INTERVIEW: ALS WORLDWIDE – SOMALILAND

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SAL HEAVY LIFT – GERMANY

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PROJECT CARGO WEEKLY

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WEEK #36 – 2023

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VIDEO INTERVIEW: CLOVER TRADE & LOGISTICS – BALTIMORE, MARYLAND, USA

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VIDEO INTERVIEW: UPF GROUP – MAPUTO, MOZAMBIQUE

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CLEMENGER BERTLING PROJECTS – PERTH, WESTERN AUSTRALIA

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WEEK #38 – 2023

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VIDEO INTERVIEW: CAERUS LOGISTICS – SURINAME

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TIBA GROUP – MADRID, SPAIN

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BAGGIO GROUP – BAGGIO SRL ITALY

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WEEK #40 – 2023 DHL INDUSTRIAL PROJECTS DHL INDUSTRIAL PROJECTS

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ISS GLOBAL FORWARDING – HCMC, VIETNAM

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HAVENBEHEER – PARAMARIBO, SURINAME

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WEEK #42 – 2023

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DMI PROJECT GLOBAL LOGISTICS LTDA – CALAMA, CHILE

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CENTRIMEX – FRANCE

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GAC – SPAIN

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WEEK #44 – 2023

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VIDEO INTERVIEW: HEMISPHERE FREIGHT – NEW ZEALAND

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VIDEO INTERVIEW: PORT OF MIAMI – FLORIDA, USA

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VIDEO INTERVIEW: PROPEL SHIPPING – GREECE

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ASSTRA-ASSOCIATED TRAFFIC

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WEEK #46 – 2023

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VIDEO INTERVIEW: ERHARDT PROJECTS MIDDLE EAST – ABU DHABI, U.A.E.

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ASSTRA-ASSOCIATED TRAFFIC – HOUSTON, TEXAS

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VIDEO INTERVIEW: LIVO LOGISTICS – POLAND

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WEEK #48 – 2023

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VIDEO INTERVIEW: ZENITH INTERNATIONAL FREIGHT

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MEGAGON PROJECT SOLUTIONS – AXEL, NETHERLANDS

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VIDEO INTERVIEW: ATLAS HEAVY – HOUSTON, USA

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WEEK #50 – 2023 AKON-DONLUIS – EQUATORIAL GUINEA

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VIDEO INTERVIEW: FREIGHT AGENCY – UK & GHANA

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VIDEO INTERVIEW: DSV

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DSV

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GET THE PCW MOBILE APP

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www.coli-shipping.com

WEEK #2 – 2023 January 12, 2023

Editorial Dear Readers, It is Thursday the 12th of January, and we are back again with PCW and the first online issue of the Year 2023.

books.

I hope all of you had a good entrance into the New Year! There is always a special feeling when the clock strikes 12 midnight and the year which has passed forever has gone to the history

The past year was remarkable but also scary in some ways. We learnt how quickly things could change and that war and conflict can happen at anytime. We learnt (if we didn’t know already) that corruption is a scourge and that even we in the “cleaner” countries of the EU have our own problems leading up to and including vice presidents of our EU bureaucratic Mickey Mouse parliament.

All of this made at least me wonder, what didn’t come to light?

The inequality of income also here in Europe and not least in the UK made it abundantly clear that although people have jobs and more than ever are working, it won’t help if the salaries are so low that they cannot cover basic needs. In fact, the question EAT or HEAT came to the fore for many in the UK which seems to be an island able to speak English well but not to do much else, let alone cleaning up “Moscow by the Thames”.

It also doesn’t help that PM’s come and go with regularity. Still for those of us who love the UK, including myself with a couple of children working and studying there, we hope that common sense will prevail… and soon! See the special report on the cost of living crisis.

Still, poverty in the UK is of course minuscule compared to poverty in many other places in the world, but again, in my view, INEQUALITY is the biggest danger facing the world…if we don’t pay attention to the dictators and egomaniacs we’ve got in certain countries.

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The soaring cost of energy and the way in which some resource-rich countries are using their fuels as a weapon has shown just how vulnerable we are and how naive we have been. About being naive, I really need to single out Germany and the NordStream project which now has been stopped and sabotaged by… you may guess… so yes, we need energy sources that are diversified, and YES, that includes nuclear power. So for all of you Green vegans ? out there: what to do if the sun doesn’t shine or the wind doesn’t blow? Of course, I too want to reduce fossil fuel consumption, but it cannot be done overnight. I guarantee you that no one is green if they are freezing…

My travel schedule has been set for 2023, and although I am writing this editorial with a broken wrist, I am still able to lift a suitcase with my left hand.

I will attend Breakbulk Middle East (February 13-14). After that I will be celebrating my 60th birthday in Malta.

Next is a present I gave to myself: a freighter trip on board MACS (www.macship.com) MPP vessel mv Bright Sky (or substitute) – see short video of the vessel here. Estimated time of sailing from Antwerp is end of February with ETA Cape Town end of March via Leixoes, Portugal & Walvis Bay, Namibia.

Besides a quick trip to Hong Kong to be scheduled, I shall visit South America in August where I shall host a regional conference for the networks I am chairing (www.clcprojects.com) and (www.cross-ocean.com).

Prior to that, we have a global network conference in Budapest, Hungary from the 10th-11th of June.

Google was kind enough to show me my total travel in 2022. It seems I travelled the globe almost 4 times.

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Yet, alas, as you can see, Africa and South America are woefully empty. My travel in 2023 will rectify that!

We have started with interviews again, but please note that this year, we will publish every 2nd week (every other week). This will give me a bit more time to do research and handle other duties, including domestic chores.

I had a video interview here with a most reliable and versatile project freight forwarder and seaworthy packing company called COMARK in Ljubljana, Slovenia. As an appetizer, see it here:

Video Interview: Comark Project Logistics

Besides Comark we have three other interesting interviews in store for you: 1. Messina Line — a renowned Italian shipowner running RoRo and project cargo services between the Mediterranean, Middle East, and Africa.

2. Haropa Port — a consortium of French ports working together to offer a seamless product.

3. Cory Brothers (from the archives) — with a long-term history of shipping agency, chartering and breakbulk handling in the UK. Finally, we are adding shipping news, trade intel, and wise words and remind you to download the PCW mobile APP. Also note that our next publishing date is THURSDAY 26th of January.

Hope you enjoy that we are baaack…. and wishing you well.

Until 26/1, I remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Ignazio Messina & C. – Genoa, Italy

Interview with

Mr. Ignazio Messina CEO

First of all, could you elaborate a bit on the history and current ownership of Messina Group?

Ignazio Messina & C. is mainly a shipping company. Last year we celebrated our first century of shipping. Our company offers international maritime line services from the Mediterranean to North Africa, East and South Africa, the Red Sea, India-Pakistan and the Arabian Gulf, West Africa.

On our modern container ConRo ships – the biggest ever built – we accept containers, RORO cargo, general cargo, yacht, project cargo and, generally speaking, every kind of goods which can be shipped via ramp, 350 tons. of max load.

Since the 70s, Messina Line became a terminal operator in the Port of La Spezia, then in the Port of Genoa and in other ports in Africa and a multi-transport operator offering an end-to-end service via intermodal transports and managing many intermodal terminals.

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Our newsletter focuses on project and related cargoes. Can you tell our readers about the type of tonnage that you employ and also your main trade lanes for those who are not familiar with the routing of Messina Line?

We manage our containers on ConRo-specialized ships on the services beyond the Suez Canal, and mainly we transport project cargo to/from the Mediterranean, from/to the Red Sea, mainly Saudi Arabia and Jordan, and India and Arabian Gulf, mainly United Arab Emirates and Upper Gulf, but often even East South African countries are involved in project cargo.

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Are containers available via Messina Line and/or do you also accept SOC containers? I understand that you employ a range of RoRo vessels in your service. How about the ramp capacity and opening height?

We have a 55.000 TEU container fleet, owned and chartered containers, but we also accept SOC containers.

The big jumbo ramp at the stern of our ConRo vessels has a max load of 350 tons, with a 12,5 mt free drive breadth, and a wide stern door with 27 by 7 meters of clear passage.

Nowadays, many shipowners wish to be the jack of all trades. In other words, they want to be freight forwarders, air freight specialists, and liner operators. What is the policy of Messina Line? Are you “freight forwarder friendly” so to speak?

Yes, we are “Freight Forwarder friendly” because they are our main clients and we want to respect them, even if we are in touch with the other sectors but always in agreement with their/our clients, the freight forwarder.

We have mainly grown in the supply chain offering our maritime services, terminal operations, inland transports, stuffing and unstuffing containers, platforms, mafi, flat rack…generally speaking an end-to-end service not only in the container market.

Did Corona affect you adversely or did you also experience fully-booked vessels and space problems?

What is the situation going to be in your view looking at your crystal ball for 2023?

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During the Coronavirus pandemic, mainly in the second period (2021- first half of 2022), we had fully-booked vessels and high rates of freight, but we granted to our main clients a first class service in comparison with the global carriers because, even thanks to our specialized ships, we didn’t suffer congestion in the ports nor lack of equipment.

Unfortunately, we don’t have a crystal ball, and it’s very difficult to prepare the 2023 budget, due to the weak container market; we update our forecast twice a week.

We can say that the RoRo market will still be strong in the first half of 2023, even if there is a switch from RoRo to container for the automotive market due to the lack of ships and lower container rates. Let’s hope container freight rates stop decreasing, while the project cargo will be more stable. Surely 2023 will not be as 2022, the best year ever in our history.

Can you please give our readers your contact information?

Our website is https://www.messinaline.it/.

Haropa Port – France

Interview with

Mr. Kris Danaradjou Deputy General Manager

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Please introduce yourself.

I am Kris Danaradjou, Deputy General Manager in charge of development of HAROPA PORT. After graduating as a member of the high-level French corps of engineers in charge of public infrastructure (Ingénieur des Ponts, des eaux et des Forets) and from the Grenoble school of political science (Sciences Po), I began my career in the Ministry of National Infrastructure and Transport before going on to a variety of project management posts for works projects (most notably in the Louvre Museum in Paris).

I joined HAROPA- Paris Ports in 2014 as a deputy manager for development, later being appointed Director of the Port of Gennevilliers, the leading multimodal platform in the Greater Paris region.

In 2020, I was appointed as deputy general manager of HAROPA – Le Havre, where I was notably given responsibility for liaising with local government, development of digital innovation and overseeing the whole range of development projects, but with a special focus on multimodality.

I took up the post of Deputy General Manager of HAROPA PORT in June 2021 when the three ports merged, taking on specific responsibility for development of the port complex.

What is HAROPA and what is its jurisdiction?

1st French port complex, 4th Northern European port complex in terms of tonnage, HAROPA PORT is the outcome of a merger of the three Seine Axis ports, Le Havre, Rouen and Paris, that we finalized in June 2021.

It is connected to every continent, with calls at 650 ports, including weekly shipping connections, for all types of traffic (containers, ro-ro, bulk, ferry, conventional and project cargo of course…). We have more than 50 regular shipping companies and about 3,500 commercial offers.

In 2021, our maritime activity represented 84mt (up by 12%) and river-based activity stood at 23mt (up 4%), with around 110mt being handled.

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Le Havre, Rouen & Paris have very different and diverse capabilities. Can you please explain a bit about each of their facilities? What are the customer bases of each entity?

Yes, that’s why it was so obvious to merge. Today, HAROPA PORT capitalizes on the key advantages and specific features of its three ports: • The port of Le Havre, the first deep-water port of call in the Northern European range for imports and the last for exports, is today the leading French port for containers.

• The port of Rouen holds a strategic position deep within an estuary and is the leading West European port for cereals exports.

• The ports of Paris form the leading French port complex for goods transport and the second most important at European level.

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Le Havre is situated on the northwest corner of Europe, ideally situated for import to the French market, but also as a transhipment point to other parts of Europe, and also trans-ocean. What advantages can you cite over your main competitors, Rotterdam, Antwerp, and to some extent Hamburg? (Major shipping lines, transit times, road and rail connections, regular & ad hoc feeder networks, etc.)

In addition to what I have already mentioned, I could add the following: • Le Havre is the first port of call on imports and last on exports on the Northern European rotation, which offers competitive transit times.

• It is a port in deep water with exceptional nautical access: from ‘pilot on board’ to start of handling operations, vessels wait less than 1 ½ hours.

• As a major river/seaport, HAROPA PORT has a unique configuration in the world, and serves an extensive hinterland on either side of the Seine Axis, allowing service to be provided to the biggest consumer catchment area in France (Seine Valley/Paris Region) and the second biggest market in Europe with 12 million consumers.

• From Le Havre up to Paris, the port complex can point to 1.8m sq. m. of logistics warehousing now in service and almost one million sq. m. of planned warehouse space, which is of particular interest given that France’s Normandy and Greater Paris regions are currently experiencing a context of tight real estate supply.

• Finally, HAROPA PORT is a non-congested port, in both maritime and hinterland modes. In the context of maritime congestion in the Northern Range ports and upheavals in the supply chain that have impacted all Supply Chain actors, HAROPA PORT has been able to show resilience and adapt to the situation. Thanks in particular to its nautical capacities, the number of ships waiting in the Port of Le Havre has always, on average, been lower than in the other ports of the Northern Range and HAROPA PORT has welcomed ships that other ports have not been able to accommodate. Thanks to the mobilisation of all port services, we were able to handle nearly 90 unplanned calls in 2021.

Le Havre has historically had a very close relationship with the UK and its ports (if we put aside fishing rights). Has the Brexit situation affected this trade at all, either in passengers or freight?

The recent years have been “exceptional years”; in particular with the pandemic and Brexit-related measures that affected both passengers and their vehicles and freight in 2021. But as a direct consequence of Brexit, Brittany Ferries’ new weekly freight service between Le Havre and Rosslare (Ireland) has been operating 20

since November 2021. This provides a Friday-evening departure from Le Havre, arriving at Rosslare on Saturday afternoon and returning to Le Havre on Sunday. This new service supplements the daily connection to Portsmouth that now also proposes, since the beginning of 2022, a new offering in partnership with CMA CGM handling unaccompanied chassis-mounted containers. Traffic to Ireland and the United Kingdom is diversifying and is reliant on the Seine Axis and all France’s export and import shippers, especially operators in and around the Rungis wholesale market in Paris handling regular throughput of fresh produce. And lastly, we expect to see the return in 2023 of passenger traffic on these services to Ireland and the United Kingdom, and this will further enhance the ferry’s attractiveness.

Our newsletter covers all kinds of maritime news and trade, but we highlight project cargo where we can. What can you tell us about project cargo handled by each of the Haropa locations, what can you propose in this respect, and what do you see for the future of this business in Haropa?

Among its efforts towards more decarbonization, HAROPA PORT is working to develop its mass transit modes with freight and rail. This is an important aspect of its Strategic Project. Already committed to this, HAROPA PORT plans to increase its efforts to achieve a 30% modal shift by 2025, mainly by: 1. continuing the development of combined rail transport, 2. developing inland waterway combined transport, and 3. expanding the rail and river hinterland with connections to main production and consumption areas. These objectives therefore include modal transfer for exceptional packages on the Seine.

HAROPA PORT offers a number of key advantages for handling heavy packages.

The port complex has around thirty terminals (15 maritime and 12 river) with access for heavy loads: 7 in Le Havre, 6 in Rouen and 8 in Paris, plus 4 terminals at partner ports. These terminals form a network stretching from Le Havre to the east of Paris and can meet the needs of industrial operators along the whole length of the Seine.

We have available vertical and horizontal goods handling equipment with lift capacities of up to 650 tonnes (reach stackers, mobile cranes, rail gantries, rail cranes, etc.), and several sea- and river-going craft suitable for this type of goods traffic). Our terminals have a direct access to river and maritime barges, to road, and direct rail connections with block trains.

We also have large warehousing capacity (up to 61,000 sq. m. at Rouen Quevilly Terminal) and outdoor storage capacity (50,000 sq. m. at Western Terminal).

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The types of heavy packages we can handle notably include electrical equipment, construction and civil engineering machinery, rail equipment, structural steelwork, offshore equipment, cable drums (oil and gas energy, aviation and aerospace, automotive sectors, etc.).

One sector especially is seeing meteoric expansion with the entry into service this year of Siemens Gamesa Renewable Energy’s plant for production of wind turbine blades and the assembly of turbine nacelles for offshore windfarms. Furthermore, heavy packages for land-based wind turbines are also destined to increase in numbers in coming years since they will need to be carried for installation on the farms, these being located to the east and the south of Paris. The Seine Axis and the geographical positioning of HAROPA’s maritime and river terminals should generally facilitate the logistics for these loads.

We can rely on the energy and expertise of a number of specialist actors in the port community: 4 river operators (Sogestran, CFT, Coalis and SCAT), a dozen or so stevedoring companies (CNMP, GMP, TN, SHGT, Seafrigo, KN, AMS, SOMAP, Dockseine, Logiyonne, etc.), 4 lifting and handling companies (Jagulak / Sens, Mordefroy / Troyes, Mediaco Maxilift, ATM Levage / Foselev and Adekma / Cantiniau) and 2 hauliers (Capelle/Augizeau, Stex). It is worth noting that in 2021, Logiyonne acquired a vessel (the Exelmans (length 86m) for regular river trips carrying heavy loads between Gron and Havre.

In order to develop modal transfer for exceptional loads along the Seine – as well as raising the awareness of companies to the many advantages of river-based transport – a working group was set up in September 2022 at the initiative of Logiyonne with operators in the exceptional load transport chain (transport organisers, shippers and port managers): • Shared mapmaking efforts are currently underway to arrive at clear and easily usable visual presentations for customers and transport users indicating, in an initial phase, waterway routes, port facilities (potential sites and available resources) and exceptional road transport connections to the network.

• We are also doing work – on a voluntary basis – to identify companies capable of meeting requests for exceptional transport supply.

For more information, we have available a brochure dealing exclusively with heavy packages, and in addition our team would be delighted to be contacted by companies with projects in Northern Europe.

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Please tell our readers contact details if they require more info or have questions.

Visit our website here: https://www.haropaport.com/en

Video Interview: Cory Brothers – United Kingdom

Jenny Butler, Liner Director at Cory Brothers Shipping Agency was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Featured Video COSCO Shipping MPP Vessel Arriving Stockholm’s Downtown Freeport Editor’s Note: The first of two COSCO MPP vessels came to Stockholm’s Downtown Freeport mid-December 2022.

PCW was of course there for the event… enjoy the view and short video.

Featured Photo Editor’s Note: A feeder vessel sank off the Matsu Islands near Taiwan with a seafarer clinging to a Maersk container for safety. Apparently happened just last week – respect to the seafarers who ensure owners being profitable, let us just hope owners pay them enough???

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Wise Words

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WEEK #4 – 2023 January 26, 2023

Editorial Dear Readers, It is Thursday the 26th of January and PCW is back again.

January is traditionally a tough month to get through–at least here in Northern Europe. Weather-wise it is generally dark and dull. Only a few days this month have we been able to see the blue sky. I must admit that as age presses on and the clock of life is winding down, the weather influences the mood more and more.

Added to the weather is the long road towards my recovery and rehabilitation. I broke my wrist in the port of Härnösand on Dec 11. Surgeons inserted a titanium plate to stabilize the area. The operation went well and was professionally executed. Nevertheless, the journey to full use of my wrist is indeed long. Still on balance, I can’t complain–and even if I did, it would do no use as no one would be listening … at least not here at home ?.

But we humans are breakable, and we can hardly walk on water. For me, this accident whilst in port tells me once again to live life whilst having it. A former partner of mine lost his wife suddenly at the young age of 58, just as they were ready to enjoy his retirement after a life in shipping. So yes, when your number is up, it is best to have checked off as many items as you can on that bucket list, whatever it may be that you have in mind.

One big thing for me is now fixed. In February, I shall be boarding mv Bright Sky in Leixões, Portugal and sailing to Durban, a port where I disembarked 55 years ago together with my mum after a month-long trip onboard mv Thyra Torm. The shipowner this time is MACS. I hope to meet some of you at booth H44 at Breakbulk Middle East in Dubai (February 13-14). Particularly if you are a shipowner who is certified FFF (Freight Forwarder Friendly), then it would be a pleasure to meet up. FFF certification is easy to get: just be non-arrogant, give freight forwarders the time of day, and treat them right…naturally only if they do the same to you. It’s a kind of certification where you don’t need to pay some UK-based consultancy thousands for a rubber stamp. It’s a matter of simple common sense and 27

an understanding that everyone has a role to play in shipping.

On the shipping front in this last newsletter of the month of January we have: 1. GPL — a South Korean-based project freight forwarder with a vast experience in both Africa and the Middle East particular on behalf the the many Korean chaebols (mega companies).

2. FPS — a Sri Lankan and Maldives-based freight forwarder with a proven track record of capability and customer service.

3. KWH Logistics – a reputable finnish service provider for ports and bulk operations including shipping agency.

I remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

Interviews MACS Maritime Carrier Shipping GmbH & Co, – Hamburg, Germany

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MACS is a well-known carrier on the South African trade routes. Please tell our viewers more about your trade lane normal load and discharge ports and how often you have got sailings out of Europe.

MACS vessels sail every fortnight from Hamburg and Antwerp via Leixoes to Walvis Bay, Cape Town and Durban. Every second vessel is calling additionally at Port Elizabeth and Maputo. On the return voyage, the vessels call at Durban, Cape Town and Walvis Bay before heading back to Europe where they call at Vigo, Rotterdam and Hamburg.

Do you have owned tonnage or do you charter in? What type of tonnage do you employ? Do you accept SOC containers? Do you also have your own container fleet?

Six large MPP vessels of 30-37.000 ts dwt with lifting capacity up to 240 ts are employed in the liner service.

The vessels are all owned by MACS. Besides conventional and bulk cargo, containerized cargo is an important segment on board our ships. The MACS-owned container fleet consists of 20’DC, 40’HC, 40’OT, 40’FR and 40’HCRF, and all kinds of SOC are accepted as well.

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Are you able to call at other ports enroute to South Africa if there is enough inducement, and have you done so before?

Since we have buffer days included in our schedule, we have the flexibility to call ports on our way like Bilbao, Saldanha Bay or Coega, especially to deliver windmill equipment or other project cargo. Anyhow, between Portugal and Namibia, we usually do not have the possibility to serve other ports as the vessel deck is full with containers and the holds are not accessible.

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Some shipowners today want to act as freight forwarders, i.e., doing door-to-door. What is the policy of MACS on this? Are you what we can call “freight forwarder-friendly”?

We are experts for seaborne traffic, and we do arrange coaster and barging services from the Baltic Sea, the UK, the Mediterranean Sea, and European inland waterways to connect cargo with our main ports of call. On a few occasions, clients ask us for assistance with trucking services. We do not say “no” to them, and offer them the requested services. Forwarders play an important role for us, and as experts in their business, they typically offer many more services, far beyond what we aim to do. It is in the nature of the business that for bulk charters and container shipments under tender conditions, the contracts are done with direct clients whereas shipments of conventional cargo are typically booked via forwarders. For us, they are as important as our direct clients.

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I have noticed that you also call Maputo on a regular basis. Is that an important port for you, and what can you tell us about the trade in and out of Maputo. Is it mainly southbound from Europe or are there exports, too?

In our niche market, it is another niche where our direct service is a unique shipping solution for our clients.

The trade volume is not too large. That’s why only every second vessel is serving this port. The combination of containers and conventional cargo on the same one vessel makes it viable to call at the port directly. We are expecting a positive development of the Mozambican economy when the LNG project up in the North is restarting. MACS will then again offer shipping solutions into that region.

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Do you have your own offices along your trade route or do you have 3rd party agents? Under the the MACS B/L, can you arrange transhipment to and from load and discharge ports? For example if cargo comes from the UK, then you can arrange a through B/L? In most of our ports of call, MACS has opened our own offices. In some ports, like Maputo, Vigo or Immingham, we are represented by agents–some of them have been working with MACS for 40 years already.

Our UK service is based on a dedicated fortnightly service from Immingham to Antwerp and ex-Rotterdam to Immingham by RoRo-vessels, capable of accepting not only bookings of vehicles, but also bookings of conventional cargo and containers. The goods are then connecting to our vessels serving Southern Africa (MACS service) and Mexico/USG (Stinnes Sanmex service) and are shipped under a through B/L.

How would it be best for our readers to get in touch with you, and to whom should they speak for rates and solutions for both southbound and northbound trade?

We have qualified sales staff in all our own sales offices and agencies, and they are glad to assist with all kinds of transport solutions. Their contact details are available on our website www.macship.com. Those who prefer to talk directly to the line may contact my team or myself of the MACS southbound line management in Hamburg under lmt-europe@macship.com or the MACS northbound line management in Cape Town under commercial@macship.com.

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GPL – Global Project Logistics – Busan, South Korea

Interview with

Mr. Insoo Kim Managing Director

First of all Mr. Kim, please tell us about your background in shipping and freight forwarding. When did you start your career?

Immediately after graduating from university in Korea in 1984, I started my career at Korea Express Co., Ltd. The company is now known as CJ Logistics. I mainly looked after LCL ocean shipping dealing with LCL Navigation in Canada, which is now Vanguard Logistics. I also handled the shipment of exhibition & convention cargos, working with the International Machinery Removal & Installation Providing Team of Beck & Politzer in the UK. In 1990 I joined Panalpina, which is now DSV A/S, and managed a business unit in Busan, covering international freight forwarding, Oil & Gas logistics, and the project management team until I established GPL, Global Project Logistics.

When was GPL established and who are the owner (s) today?

It was in the year 2010 when I established GPL. Since then, I have been a sole owner.

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South Korea has hundreds of freight forwarders, if not thousands. What is your speciality, and what kind of “logistics” do you focus on in GPL? How do you try to stand out among the competitors?

Yes, South Korea has thousands of freight forwarders, and the competition is very fierce. The key driving factor that allows GPL to stand strong is its competency in international freight forwarding, Oil & Gas logistics and project logistics that all our staff have achieved over our extended job experiences. Oil & Gas logistics in Africa and Project Logistics in the Middle East are still the new areas for other competitors. However, we at GPL have built a strong know-how by direct on-site experiences and direct investment.

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How do you view the South Korean market in 2023?

I am expecting the 2023 market to be slightly better than the previous year. Even though the Pandemic situation is going to the conclusive stage, many uncertainties still remain. No one knows when the Ukraine-Russia war will end. China’s ending of its COVID zero policy would be one of the big variables that will affect its neighbor countries. While the external factors make it hard to forecast the Korean market, the domestic factors help us to look at the bright side. The Korean government is determined to eradicate the inefficiency in social structure and exercise the business-preference policy in favor of companies. Thus, corporate activities will be strongly backed, and the logistics environment will be much improved.

South Korea has a wide range of active shipowners, both breakbulk and container, and is also known as a transhipment hub. Are you able to arrange transhipment via Busan to say Russian far east ports such as Vladivostok, Magadan, etc.?

It is true that Korea is geographically well-located to be a transshipment hub. Certainly we are able to arrange transshipment via Busan. Actually, we already have had a good experience dealing with the Sakhal-1 Oil & Gas Project in 2005. Since then, the far east Russia shipment has been a part of our job scope.

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How is the current Covid19 situation in Korea? Do you still have restrictions?

Korea has fully returned to our pre-COVID situation, even though people are encouraged to wear masks in specific environments such as hospitals, mass transportation, etc. There is no test nor vaccination certificate needed to enter or exit the country.

Could you tell our readers about some of the major projects you have handled in recent years? I believe you have done quite a few into Africa and the Middle East?

Of the many multiple projects that GPL has handled since ITS establishment, I would like to take, as the most huge and successful projects, the STX 900 MW (Diesel Power Plant) Project in Iraq and the Mafumeira Sul Project in Angola for offshore and oil fields. There was a reason why those huge projects were successful: we worked for and with our clients as one body. Our staff was with our clients 24 hours a day and 7 days a week until the projects were completed.

When our readers wish to get in touch with you, what is their best solution?

I can be reached by email and/or phone. Anyone visiting Korea is welcome to drop at my office any time.

Insoo KIM / Managing Director Global Project Logistics Co., Ltd. No.2002, KNN Tower, 30, Centum seo-ro, Haeundae-gu, Busan, 48058, Korea T: +82 51 664 7998 | F: +82 51 664 7990 | M: +82 10 9580 4801 E-mail: iskim@gplsp.com | www.gplsp.com

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FPS (Pvt) Ltd – Sri Lanka & The Maldives

Interview with

Mr. Gihan Nanayakkara Chairman / Managing Director When was FPS Sri Lanka established and who are the owners of the company currently? Are you also established with a branch in the Maldives? What does FPS stand for?

FPS, Famous Pacific Shipping Lanka (Pvt) Ltd, a leader in the Freight Logistics Industry in Sri Lanka was incorporated and operational in 1999. FPS is a founding share holder and member of the FPS Group head quartered in Hong Kong. FPS’ network covers over two thousand Ports and destinations globally.

FPS is a member of SAS Holdings Group of companies specialized in: • Shipping • Maritime Security • Freight Logistics 38

• Project Cargo Handling • Customs Brokerage • Warehousing and Inland Transportation.

SAS Holdings Group consist of 5 companies namely: • FPS Sri Lanka • Projects FPS ( Pvt) Ltd • Freightplan (Pvt) Ltd • Shipping Agency Services (Pvt) Ltd • Meridian Shipping Services Lanka (Pvt) Ltd. Yes, FPS has a branch office in the Maldives.

The Maldives is famous as a tourist destination, what about cargo? How is cargo in fact shipped into the Maldives? Is there a port available there? Is it done via transshipment? Give us some detailed information about how to get cargo to and from the island nation.

Maldives is a leading tourist resort cluster of Islands.

The development of tourism fostered the overall growth of the Maldivian Economy. It created direct and indirect employment and income generation opportunities in other related industries such as logistics, transportation and tourism related businesses.

Maldives is comprised of many groups of islands, known as atolls where the capitol Male (also the main Port) is situated 400 miles Southwest of Sri Lanka.

The main sea Port is in the Male Island, the capital city. The International Airport is on a separate island adjacent to the capital. Most of the cargo to Male is transshipped via the Port of Colombo. The subsequent transportation to the respective islands are effected on local boats mainly in break bulk form. In a limited scale SOC boxes are carried to the final point of delivery by barges.

Male is a heavily import dependent, with only fish as a main export product.

The Maldives offers a challenging opportunity to the logistics providers who dare to venture! We are one of 39

those few.

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How is the political relationship between Sri Lanka and the Maldives?

The government and people of Sri Lanka have continued to maintain excellent relationships in all areas where many Sri Lankan companies have established resorts and other businesses in the Maldives.

Sri Lanka and Maldives are also members of the SAARC group of nations with bi-lateral trade agreements between the two Countries.

The Maldives established formal ties with Sri Lanka on the very first day the Maldives gaining independence, 26 July 1965. Prior to which the Maldives had her first representative office in Colombo on 11 March 1906.

In Sri Lanka where your head office is located we understand that the government currently is developing a hub for shipping & logistics. Can you elaborate on that and give us details about the current situation in Sri Lanka and what ports are active.

At present in Sri Lanka we have 4 main ports which are actively operating.

• Colombo • Galle • Hambantota • Trincomalee As mentioned, the main Port in Colombo is the key hub to the Indian Subcontinent.

Colombo presently averages 5 million units per year. The new terminals that will be operational in the end 2018 will add a further 4 million units of handling capacity.

Galle is a traditional break bulk port, while Hambantota is the newest Port situated closest to the East/West shipping route, presently handling vehicle transshipment operations.

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Trincomalee is the 3rd largest natural port in the world and is yet to reach its full potential as a break bulk hub of the region with her unlimited along side draft.

Can you give us some examples of cargo that you have handled into the Maldives, and/or into Sri Lanka recently?

Maldives Projects: Project: Water project in Maldives in Hithadhoo Island. A British funded project.

Scope: Exclusive logistics provider for the projects. Packing loading, lashing, freight to Male, custom clearance in Male port & transport to Hithadhoo Island by Dhoni’s. We have moved equipments vehicles & pipes etc.

Volume: over 1250 mt containerized cargo & flat trucks.

Project: Miriandhoo Maldives resort (on going).

Scope: packing /storing lashing / forwarding & handling freight.

Volume: 875 mt containerized 20′ 40′ & flat trucks.

Project: Orivaru resort Maldives (on going).

Scope: packing /storing lashing / forwarding & handling freight Volume: 2500 mt containerized 20′ 40′ & Flat trucks.

Project: Maldives Airport expansion project.

Scope: packing /storing lashing / forwarding & handling freight Volume: 1250 mt containerized 20′ 40′ & flat trucks.

In addition, we provide weekly fixed day sailings to Male for LCL cargo. Our service includes clearing at Male port and delivery to respective final destinations.

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We also provide multi-country consolidation (MCC) from Colombo to Male, Mumbai, Chennai, Tuticorin, Kolkata, Harachchi and Chittagong on a weekly basis.

Sri Lanka (current projects): Shipment of 1500 LTL Transformers (Pvt) Ltd transformer containers to Ethiopia for the Ethiopian Electric Power Corporation (EEPCO).

Scope: Forwarding, export freight, customs clearance, transportation and offloading at 2 sites by telescopic forklift.

Cargo: Electric Transformers.

Wind Power Project in Puttalam.

Scope: Vessel chartering, loading operation at Chennai Port, local port handling, custom clearance, unloading operations, transportation and handling at site.

Cargo: Wind turbines and blades comprised of 41 pieces, with a total weight of 784 tones and volume of 5656 cbm.

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Colombo Lotus Tower Project – The tallest tower in the South Asia region.

Scope: Supervision of offloading at Colombo Port, customs clearance and delivery to site.

Cargo: Heavy machinery, heavy vehicles, steel coils and rods.

Oluvil Port Project.

Scope: Total logistics from ship to the Eastern Coast by road.

Cargo: Heavy lift equipment and machinery.

Tell us a bit about yourself – when did you start your career in shipping?

I started my shipping career in the early 80’s with American President Lines and reached up to the position of Shipping Manager in Sri Lanka. During my tenure at APL, I was an executive committee member of the Ceylon Association of Ships Agents.

I ventured into my own business in the early 90’s. I was a founding member of the FPS Global group, served as an advisory board member, and subsequently held the Chairman position of the FPS group.

As of today, I work as the Group Chairman/Managing Director of SAS Holdings Group.

Interviewee: Gihan Nanayakkara Chairman / Managing Director gihan@fps.com.lk SAS Holdings Group https://sasholdings.com/

Video Interview: KWH Logistics – Vaasa, Finland

Joakim Laxåback, Head of Division KWH Logistics, CEO Oy Backman-Trummer Ab was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Take a look at our schedules on our website and don‘t hesitate to make an inquiry!

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Featured Video

MV Tian En of COSCO Shipping Specialized Carriers Arriving Port of Stockholm from Asia

Featured Photo Editor’s Note: A fantastic day in the Port of Stockholm where the Director & Partner of COSCO Shipping Sweden met with the Captain of mv Tian En and handed over a letter from COSCO Europe & some gifts for the crew in connection with the Chinese Lunar New Year of Rabbit 2023.

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Wise Words

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WEEK #6 – 2023 February 9, 2023

Editorial Dear Readers, It is Thursday the 9th of February and PCW is here again.

We start off by sharing our horror as to what transpired only this week with the earthquake in Turkey and Syria. Truly heart-wrenching pictures that we can see daily on the news. I hope that the international community will take action and do what’s necessary for this situation. Shipping-wise the port of Iskenderun was also affected although the toll there “only” seems to be in containers and infrastructure, and not in irreplaceable human life. See here (although in Turkish) from local CNN. I will depart soon for the breakbulk Expo in Dubai which takes place on the 13-14 of February. It would be great to see readers or other interested parties to the newsletter at Booth H44 (ART Logistics) on February 13 from 12 noon to 1 pm where I shall be making myself available—unless I shall be roaming the conference floor wearing the Project Cargo Weekly polo, meeting with as many exhibitors, owners, participants, etc. as I possibly can. That is the whole idea of an expo, right? Meeting as many as you can and not clinging to the ones you already know.

In more personal news, I keep on doing daily exercises for my broken right wrist. It is something that I, as chief editor and chairman, can NOT delegate. It’s a good lesson for the undersigned that I simply need to put in the effort 100% or face the consequences. Perhaps some managers who have come to a certain level, including myself, have forgotten what brought us here in the first place…yes: hard work, tenacity, and perseverance.

I was in Hamburg for a day last week to meet with MACS & COLI Shipping (see here).

They are both reputable companies, but it was a long day. For those of you who have not flown in aircraft that need deicing before take off, see here how it’s done.

Preceding that, however, I had a nice dinner with a representative of the large Finnish company Rauanheimo, 48

part of the KWH Logistics Group. They are the largest company that handles transit by rail from Russia for export to the world via a Finnish port, and they have indeed seen a huge reduction in activity.

So overall last week was busy and with an upcoming trip to the Middle East shortly followed by a flight into Malta for the celebration of my 60th (years not kilos I am afraid), my plate is fully booked. Hell, what we don’t do for the frequent flyer points, right?

The situation in Ukraine is still horrendous. The aggressors pound the country on a daily basis with, of course, scant regard for civilian life. What’s next is in the air as are the balloons coming from China to look down on the US for whatever reason, further freezing their relationship even though they do depend on each other. Time will tell us all what else is in store for 2023.

On the shipping front, it is now official that the divorce between two equal sized “arrogiants” in shipping is a fact. One is freight forwarder UN-FRIENDLY, and one seems to be a bit less so. Again time will show who has the right strategy. However, PCW, being strictly freight forwarder friendly, welcomes the initiative launched by www.clcprojects.com to brand their vendors with this logo –

– to show members who to book with and ask for rates first, and whom to ask last. Now, when the market is turning sour that will mean something for sure.

On the interview front, I had the pleasure of interviewing a reliable freight forwarding company in India called FEI CARGO in MUMBAI. Knowing them and having visited them on occasion in the Gateway to India, Mumbai.

In other interviews today, we have the following menu for you: 1. Interview with Qiik – Software solutions for shipping agencies, Asia 2. Interview (from the archives) with FATS – South Africa – It ain’t over till the fat lady sings (see their logo) These are, of course, followed by shipping news, trade intel, wise words, and featured video and picture of the week.

Finally an important message: Our regular PCW newsletter is back as usual in 2 weeks’ time on February 23. However, we will have a special issue on February 16th: The PCW YEARBOOK 2022 which will be published directly as an online book clickable for you all. So watch out for this front page on February 16th!!

I remain, with best regards, And until February 23rd (and February 16th) Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com 49

Interviews Video Interview: FEI Cargo – Mumbai, India

Abhijeet Nair – CEO – Freight Express International (FEI Cargo) was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: Qiik – Digital Agency

Romain Martimort, CEO at Qiik was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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FATS (Forwarding African Transport Services) – Durban, South Africa

Interview with

Mrs. Caron Harris CEO

First of all Caron – your logo is certainly distinct and reminds me that things ain’t over til’ the fat lady sings. Tell us the story about your logo and how/why you decided on using this?

Haha, I have never considered our beloved lady that way and I assure you I won’t be singing for you. Actually, when FATS was founded in 1992 by myself and my sister we were two ladies entering a male-dominated industry and we needed a logo that would define us as ladies in the industry. Everybody knows that there is no greater caregiver in life than a mother. So ultimately our logo sets out to invoke the following ideas: First, we are a female lead organisation.

Second, she’s carrying a container (your cargo) and, as a mother would, she will look after and care for your cargo as only a mother can.

Third, she is a fat (large) lady to tie up with our company name, FATS, and because as we always had the intention of being a dominant force within our industry.

When was your company established and are you the sole owner of the company? What is your headcount and your mainline of business?

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FATS was founded in 1992 and I am proud to say is now twenty-six years old, and yes I am the sole owner, CEO and also 1 of the founding members.

Our core business has always been moving cargo into Sub-Saharan Africa by road utilising Durban as “The Gateway Into Africa”. However in an ever evolving industry this is not our exclusive unit of business. We have learnt over the years that in order to grow and further develop it was imperative to adapt our business to incorporate the full spectrum of logistical services. For example we recently were required to air freight cargo into South Africa and then truck it up to Botswana. Ultimately we are able to tailor our services to meet your requirements.

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Durban is an important sea and transhipment port in South Africa. Elaborate if you will on the possibilities you have for transhipment to other neighbouring countries and why in fact is it an idea to use Durban?

Durban is a critical port for Project Cargo to numerous of our landlocked neighbours, the Democratic of Congo, Lubumbashi (DRC), Zambia, Zimbabwe, Malawi, Botswana, Swaziland & Lesotho.

Anybody who has any form of experience in our industry knows that delivering cargo on time within agreed budget are two of the most critical factors that come into play. Durban is Africa’s most efficient seaport and this coupled with the first world roads infrastructure of South Africa this ensures one of these criteria “time” are met.

Moving containerized cargo cross-border into Africa with COC adds further obstacles in the supply chain, namely: Not all carriers allow their containers cross-border and require hefty deposits of up to $6000 to grant permission.

Majority carriers require empties to be returned to Johannesburg, South Africa.

No carriers allow specialized equipment (FR / OT) cross-border Durban has the infrastructure accompanied by our professional network of service partners to overcome these obstacles by handling this containerized cargo as follows: Trucking the container “In-Bond” to our nominated bonded warehouse.

Unpacking.

Returning the empty to the carrier.

Loading cargo breakbulk and truck “in-bond” through South Africa to its final destination.

On a recent exercise for containerized cargo (40’HC) from the port of Durban to Lusaka we managed to save our client $1600 per container using this method.

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Now throw FATS into the equation, who have been handling cargo into Africa like this for twenty-six years.

My team with its vast knowledge and expertise will provide you with an estimate on costs before cargo movement. Yes, there are the occasions when additional charges are incurred over and above our estimate, however, that doesn’t happen often.

So with Durban and FATS, your projects are regularly completed on-time and within budget.

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Are there heavylift cranes available in Durban and if so what is the capacity?

Yes Durban has heavylift cranes available with a maximum capacity of 80T. For anything heavier, cargo needs to be routed via Richards Bay.

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How about customs clearance in South Africa? Is it troublesome? What about procedures in case of transhipment to other countries? Are there any rules of thumb?

The South African Revenue Authority (SARS) has a state of art online customs EDI system and it works very well and efficiently. You must remember that South Africa is both first and third world in a single country, with SARS operating on a first world customs system here. An important bit of legislation just implemented for all cargo transiting any South African port is the RCG and is under the WCO Data Model and is in an internationally standardised manner (UN/EDIFACT).

The Reporting of Conveyance and Goods (RCG) was implemented to improve cargo and supply chain management compliance. South African Revenue Services (SARS) now requires mandatory electronic submissions at RCG level twenty-four hours before cargo is loaded. With immediate effect, both HBL & MBL are to contain company registration and VAT registration number of both shipper and consignee.

Cargo transiting Durban that’s destined for a cross-border destination transits South Africa via Removal in Transit (RIT) on a road bond facility and through this entry, the RIT is acquitted once cargo exits South Africa through one of the many road border posts. These all forming part of the services undertaken by FATS There is no particular rule of thumb other than be proactive, forward all the required documents to us well in advance so we can put all the necessary measures in place before your cargo arriving in Durban.

Commercial Invoice Packing List MBL Consignee name, email address & mobile phone number Consignee clearing agent name, email address & mobile phone number.

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Can you provide us with a few examples of projects you have handled either into/out of South Africa or into/out of neighbouring countries?

Lesotho Highlands Water Scheme project Zimbabwe & Zambia Roads Infrastructure upgrade development project Malawi & Zambia Telecommunications Infrastructure upgrade development project ArcelorMittal – Ex-Richards Bay port to Vereeniging 15.5m x 3.4m x 5.15m x 78T – 2 x Boiler 4.9m x 3.1m x 3.43m x 16T – 2 x Econimisers 57

Why did you choose a career in freight forwarding and shipping?

I wish I had a good answer to this. Clearly I need my head read!

How to get in touch with you?

Landline – +27313690888 Mobile phone – +27824668256 Email – caron@fats.co.za 58

CHINA PROJECTS OOG SPECIALIST

w w w. s i n o p ro j e c t s . c n

Featured Video Flying Out Of Singapore To Australia At Night Editor’s Note: Flying out of Singapore to Australia at night, especially when its a clear night is always an awesome experience also for a shipping-man with a window seat. Enjoy this video!

Featured Photo Editor’s Note: I was on hand at the newly opened expansion of the Panama Canal in 2016. We were even lucky enough to see one of the largest ever container vessels able to pass through arriving just on that day.

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Wise Words

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WEEK #8 – 2023 February 24, 2023

Editorial Dear Readers, It has escaped no one that I turned 60 last week (February 16) which is also the reason why we published the YEARBOOK for you all to click and read through. Since this is our ordinary issue today, Thursday the 23 of February, just in case anyone missed out, I decided to resend you a very visible link to the yearbook which will comprise most of what was published last year. Hope you find it useful, and as it is totally clickable, you can enjoy it whenever you like and from any place you like.

Download The Free PCW Yearbook

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My arrival into Malta was spectacular, and the footage I took shows the container terminal close up where, in fact, we visited on the 16th with a group photo aft of the giant CMA CGM container vessel in port. You can see what I mean here:

The birthday was fantastic and in the company of good friends, food, and in many ways shipping. I can safely say that it was an event for the memory bank. It is a kind of “high” that you want to continue. However, pulling the plug as well for some R&R is also needed after much on the go. So thus, I am advising you that I will take a break with PCW for two Thursdays in March due to my trip onboard mv Bright Sky. I will be boarding from Leixoes in late February and arriving in Durban 4 weeks later WP and AGW as they say. I will try, however, to send a short travel report on March 16 mid-month after arriving at the first stop in Africa, i.e., Walvis Bay where I plan to meet with local members in our network including Namport and the local MACS office.

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In later years, I have been traveling by cargo ship every other year since 2005 when I first boarded CC Berlioz in Malta for Khor Fakkan. I originally began in 1968 when I arrived in Durban from Yokohama onboard mv Thyra Torm evidenced here:

I find peace, quiet, tranquility, and being almost alone with the elements whilst the scenery is changing (yes, even on the ocean with colors, sunsets, sunrise, etc.) invigorating. Four weeks onboard is like a year’s holiday – so indeed ready for it: packed the books needed and soup in a cup in case it’s rolling in the night and I cannot sleep.

Interviews this week: 1. We visit the country of the rising Sun, Japan, and speak to our Logistics Mates Corp., a competent project and general freight forwarder that I have known for many many years. I first met their manager by chance on a flight from Beijing to Tokyo.

2. We also visit my favourite German port city of Hamburg and talk to C. Steinweg Terminals who are used to handling project cargo for many shipowners.

So with these words, I leave you with two formal interviews today only so you can move on, and until around mid-March from Walvis Bay, Namibia I remain…

Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Logistics Mates Corp., – Tokyo, Japan

Interview with

Mr. Hideo Okada International Affairs Department

Could you tell our readers about the history and current ownership of Logistics Mates?

Logismate (Logistics Mate Corp.) was founded in Tokyo by a joint business venture between Koshida Corp and Japan Logistics System (Japan Logitem) on a half/half share basis. So the owners of our company are both Koshida and Japan Logitem. Koshida is a trading firm whose main business is the sales of Mitsubishi Electronics products, especially automobile parts as the sole agent for selling to all Japanese automakers except Toyota for the Eastern part of Japan. Japan Logitem is a listed logistics company with 727 employees (3,659 for the group), 1,000 trucks/trailers, and 800,000 SQM of warehouse space across the country.

For how long have you been working there and what is your freight forwarding & shipping background?

I joined Logismate in June, 2016, so I’ve been working there for 6 years + 8 months.

I worked for Schenker Tokyo for 26 years. At first, I was working as a Foreign Account Controller for 6 years 65

there. Then I transferred to their Int’l Project Dept. and worked for 20 years. I mainly worked for Operation/ Quotation/Sales for MHI (Mitsubishi Heavy Industries), MHPS (Mitsubishi Heavy Power System), IHI, Voith IHI, Kobe Steel, Hitachi Zosen, Samsung Engineering, Korea, etc.

I then moved to Panalpina Tokyo as BU Head of Energy Solutions for 2 years. I mainly handled several projects for Toyo Engineering, Chiyoda Corp and joined Logismate, thereafter.

Do you have experience handling project, oversized & heavy cargoes in Japan? Could you tell our readers about some of the projects you have handled?

Yes, I am experienced in handling hundreds of tons of heavy pieces, such as Coldbox, ACC, Rotor, Vessel, Module, etc. from/to Japan. Last June, we arranged for 1 unit of 375 tons Turbine Generator from Yokohama to Toshiba Keihin work (near Yokohama) by barge + off-loaded there by shore crane for the consignee’s module trailer. This business actually came from cooperation with CLC Projects member, DT Project America.

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Also, we have been working on several shipments for Yankee Dryer, such as 1 x 83.1mt/pc from Sweden to tissue paper factories in Japan, including inland transportation with necessary road permits.

How is the business in Japan at the moment? Do you foresee a good year 2023?

So far, our business is okay, but I’m afraid that due to unstable elements all over the world, automobiles and their parts, white goods, etc. are getting reduced these days. However, I’m optimistic for 2023, for sure! We have well-experienced staff who have high level expertise and know-how. Also, we have a strong and tight-knit worldwide network, as well as domestic reliable partners. As Charles Darwin said, “It is not the strongest of the species that survives, nor the most intelligent that survives. It is the one that is most adaptable to change.”

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How do you feel about the cooperation with the shipowners & carriers these days? Are they generally difficult or do you find them service-minded overall?

I regret to inform you, but due to the merger of breakbulk carriers and the fact that my friends in the market are getting older/retired, it’s not easy to get the competitive rate/service these days. As for the container business, as you know, we will have to get the rates by website. It’s not easy.

Being an island, Japan has many ports. In your experience, which ports would you say are more used to handle project cargoes, and are there ports you prefer to use if there is a choice?

Yes, we have many ports in Japan and the number of ports for trade are more than one hundred across the country from Hokkaido to Okinawa. Among them, the main ports are Tokyo/Yokohama/Nagoya/Osaka/ Kobe.

Yokohama and Kobe are the biggest ports for project cargo handling since there are enough facilities, including handling equipment/warehouse and well-experienced workers in both ports. However, we can handle inland transportations, including sea from local ports.

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How about customs clearance in Japan? Is it difficult?

We do not see any problems for the regular shipments for sure, but for the very first shipment, especially for imports, there might be difficulties clearing the customs. Also, for shipments of spare parts, a lot of preparation, clarification, etc. might be required, so as to clear the customs.

Do you belong to any international networks currently?

Yes, we belong to CLC Projects Network.

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How would it be best for our readers to get in touch with you?

Please get in contact with me by e-mail when you have any inquiries or questions. In case of an emergency, please call my mobile in due course.

E-mail: h_okada@logismate.co.jp Mobile: +81-80-4684-2704 Website: http://www.logismate.co.jp/en/

C. Steinweg (Süd-West Terminal) GmbH & Co. KG, – Hamburg, Germany

Interview with

Mr. Malte Meisch International Affairs Department

First and foremost Malte could you elaborate on the history of the C. Steinweg terminal in Hamburg?

After executing terminal operations over decades for various shareholders the former entity “Süd-West Terminal” merged with Rotterdam-based C. Steinweg Handelsveem back in 1994. Since then our company is fully owned by the C. Steinweg Group without any involvement of other shareholders. During these nearly 30 years, the main terminal has continuously been modified and expanded to its today’s layout.

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What kind of facilities does your terminal offer in ways of lay down, outside/inside storage area, and crane capacity?

We split our business into two different major segments, one being warehousing activities and the other terminal handling operations. Whilst the first one is not necessarily linked to our quay facilities, the latter is always connected to vessel operations directly on our terminal and is likely the more important one for your readers. After we just finished an expansion project, today’s terminal area comes close to 250.000 square meters whereof about 65.000 are covered warehouses. Huge open-air storage areas close to the waterline allow us to handle and store multiple units of heavy lifts and ultra-voluminous components next to the standard breakbulk and containerized cargoes. Currently, we have five cranes under operation with individual SWL starting from 45.000kgs up to 208 metric tons. If two mobile cranes are used in tandem operations, the lifting capacity climbs to nearly 300 metric tons.

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Which shipowners are regularly using your terminal at the moment and how much would you say you got in terms of turnover or quantity roughly considering that we are thinking about project-related cargoes?

Next to short-sea container lines, such as Containerships, the major owners in the break-bulk and multipurpose sector regularly calling our terminal are Chipolbrok (connection to/from India, Southeast Asia, and China), MACS (South African Continent) and BBC (worldwide activities). Nevertheless, we should not forget that also other well-reputed owners like COSCO Specialized Carriers, SAL Heavylift, or United Heavy Lift can be spotted here. Furthermore, we are currently developing our activities for conventional breakbulk cargoes into the North American Continent and are confident to add this region to the list of regularly served regions shortly.

As a company rule, we do not disclose any facts and figures about volumes or turnovers related to our shipping line customers but at least we can say, that we are by far the number one terminal when it comes to total volumes of conventional Break-Bulk in the Port of Hamburg.

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There is competition in Hamburg and I gather also between terminals and even between Hamburg and other ports to attract ship calls. What makes the C. Steinweg Terminal a GO-TO terminal and what are your strengths? could you provide us with some pictures from work at/around your terminal?

Competition is all around, not only locally in Hamburg but also in the local German vicinity and the ARA range. Ever since I am with C. Steinweg in Hamburg, estimating, assessing, and allocating our terminal resources was, still is, and will be one major key to performing efficient services to our clients, whether it is a ship-owner, a freight forwarder, a broker, a trader or an industrial company. This consequently ensures a kind of reliability that many people are missing in today’s environment with pretty much limited or even exhausted logistical capacities. Additionally being part of a big group of companies allows us to make use of contacts, experience, and expertise from colleagues located all around the globe. Moreover, even though operating a terminal can be quite hectic and rough in daily operations, our entire team is always ready for our partners’ questions, remarks, and ideas. Long story short, reliability and flexibility paired with the “growing together” approach is what a partner gets at C. Steinweg – no matter how big or complex the business actually is.

Did the corona pandemic influence the turnover at your terminal and what is your opinion of this year 2023?

We also suffered from worldwide lockdown scenarios and massive disruptions in the supply chains, especially during the beginning of the pandemic. However, based on the wide range of our different logistical services in the port and some operational adjustments, we have been able to perform a quick turnaround at the begin73

ning of these three sad years. From today’s perspective, 2023 still looks to be a solid year with a project cargo market picking up again and other opportunities in the general breakbulk sector originating from the ongoing shortage and uncertainties in other transportation modes.

How did you enter into shipping and terminal business in the first place and why do you like it?

I started my career back in the mid-’90s in a Bremen-based liner shipping agency where I had the chance to pass various departments and made contact to all of the different sea transportation modes and strategies. At some stage, it was clear that the conventional breakbulk was the part that intrigued me the most. During this time, C. Steinweg was one of our service providers and I finally changed sides in 2007. Taking care of the commercial activities of a terminal operator really shows the diversity of the breakbulk and project cargo segments as you are in daily contact with a huge number of different people with partly completely different views on logistical sequences. Seeing these companies and people connecting their individual demands to our facilities is what makes this place so interesting and challenging. Finally, having the opportunity just to walk out of my office for a few steps to see handling operations from the very first line and to board a vessel is priceless!

How to get in touch with you?

Simply drop me an E-Mail at info@de.steinweg.com or get in touch with me through my LinkedIn account.

Website: https://www.steinweg.com/

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Hamburg Bremen Rotterdam Antwerpen

Immingham

Vigo New Orleans Houston

Bilbao

Leixoes Lisbon

STINNES

Altamira Veracruz

MACS SERVICE GAL SERVICE Mombasa

WHATEVER YOU NEED TO SHIP

Palma Pemba Nacala

www.macship.com

Rostock: sanmex@stinnes-linien.de +49-381-4 -4 00

Hamburg: hamburg@macship.com +49-40-37673– 01

Beira

Johannesburg

Maputo Richards Bay

with MACS and STINNES your cargo is in good hands.

www.stinnes-linien.de

Walvis Bay

Cape Town

Cape Town: capetown@macship.com +27-21-4053444

Durban Port Elizabeth

Houston: houston@macship.com +1-713-8953296

Special Travel Edition Part 1 – 2023 March 20, 2023

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Dear Readers, It is Monday the 20th of March and yours truly is sending this special travel report from enroute as passenger on freighter mv Bright Sky of MACS Maritime Carrier Shipping GmbH & Co (www.macship.com) from Leixões, Portugal to Durban, South Africa.

I arrived here at Walvis Bay, Namibia on the 17th of March early morning and today, the 20th of March I am sitting at the yacht club overlooking the South Atlantic Ocean with a glass of white wine in hand contemplating the sea voyage I have had so far. I left the port of Leixoes on March 1 and the voyage south to Namibia has been yet another one for the memory bank. That has always been my favourite bank in the world why? Because you can deposit and withdraw at will and opening hours are 24/7 x 365, not like other banks of today where customer service is often a thing of the past and where when it’s raining they want the umbrella back that they gave you when the sun was shining.

I booked the owners cabin onboard this large MPP vessel fully loaded with containers, trucks and other machinery and equipment for the African continent. The scheduled stops for my trip are Walvis Bay, Cape Town, Maputo and finally Durban on/about April 1st.

You will ask perhaps why does he go on a freighter? Is he not bored? How is the food? what to do for exercise? Is there internet onboard? So he doesn’t get seasick? How about rolling, pitching and weather, etc..? The best way to describe my experience onboard for these 16 days is by showing you some pictures and videos as they can best describe my wonderful experience onboard a freighter, something I have done since 2005 as a passenger with regularity worldwide.

1. Food – a selection of what I have been eating during the voyage can be seen here. Food is solid, plentiful and I, for one have NOT lost an ounce of weight so far…

2. Exercise – here you can see photos of the well equipped gym, small pool, table tennis and the whole ship to walk around which I do almost daily. 12 laps amounts to some 6-7 km and since there is no elevator, it is 6 flights of stairs all the time to/from my cabin and the mess-room (the dining room on a ship).

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3. Sunrises and sunsets are the most wonderful proof of life in my view and a main reason besides the solitude for me taking such trips – See a few incredible pictures from the first 16 days here.

4. Nights onboard if you cannot sleep, what then? That is also amazing as there is no light pollution and on a clear cloudless night you will see stars that you never dreamed of. I tried to capture the sky, including the moon and you can find photos here.

5. Some general impressions of the vessel, can you basically move around everywhere? Yes indeed with common sense and being careful as its a moving entity of course but take a look at some selected pictures here.

6. How about the cabin? The owners cabin onboard is a marvel to behold and as most things in life simplicity yet functionality is all we need – with 2 rooms, a day and a night room including a great shower/toilet at least I, for one ask nothing more. See here.

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Finally I come to the selection of a few videos that I took during the voyage so far for the first 16 days and you will find them here.

A trip like this of course could NOT be realized unless the owners of the company “carrying” me as a passenger would allow passengers onboard so a huge THANK YOU and credit goes to the owners of MACS who, for years have been synonymous with superior, reliable and freight forwarder FRIENDLY service to and from Southern Africa. They are one of the few cargo ship owners left in the world that accept passengers and thus help to spread the gospel about what shipping really is and I dare say that they ALSO due to this fact get more customers on the cargo side because I, for one, representing some 300 freight forwarders worldwide, will certainly sing the praises of MACS as a must ask shipowner for the reasons mentioned.

On a personal note of course I believe that owners of successful companies kind of “owe it” a bit to return something to, shall we say, the “joe public” and one way of doing this is indeed to allow the general population to see the life of shipping. One might ask, but how about the captain and the crew, are they not bothered by passengers? Well, frankly speaking NO. Naturally, if you are a bother yourself and an ignorant one ashore you may also be the same onboard and you might be told so in no uncertain terms, but 99% of passengers going on such trips respect and obey the rules onboard and consequently 99% of seafarers are only happy to see passengers onboard.

First hand impressions from me here in Walvis Bay, Namibia? It is truly an amazing and beautiful country with nice people, richness if they want to harvest it and fantastic food. They luckily seem NOT to have succumbed, too much at least, to the allure of “investments” from big countries only to mean ownership (China may come to mind…) and other big companies even in shipping who monopolize everything they can get their greedy hands on. You all know who they are, buying market shares or dumping for some years to get rid of locals only to increase rates rapidly later on is a known tactic by these multinationals and nowhere more so than in Africa, so perhaps an FMC (Federal Maritime Commission) organization like in the US could be very handy here in Africa and come to think of it in Europe too. But incompetence at the political top of things is regrettably abound in many places in the world, and thus the status quo persists.

Although this report is sent today on Monday the 20th of March, I shall endeavor to return to Thursdays again and will have my 2nd and final travel PCW newsletter for you on April 6th and then we are back to normal again with issues including interviews, wise words and my ultra wise observations ? of course.

Your editor, and freighter traveler onboard mv Bright Sky currently at Walvis Bay, Namibia.

Until April 6th, I remain…

Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Special Travel Edition Part 2 – 2023 April 6, 2023

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Dear Readers, It is with sadness in a way that I am writing this editorial to you from the great city of Durban.

Not because I am unhappy really but more because I am sad to leave the “home/owners cabin” I have had onboard MACS Maritime Carrier Shipping GmbH & Co (www.macship.com).

There is always a high and a low in life and I guess I am in the middle of it now. The friendship I enjoyed onboard with the Captain, Chief Officer, Chief Engineer and their colleagues was epic, and whilst it’s a working ship and everyone is professional in the execution of their duties, it was fantastic to be able to share some moments either during midnight hours or mornings talking about family, life and God forbid… politics…haha.

For sure our politicians are far away when you are in the middle of the ocean but certainly with a crew of mainly Polish (but also some from Ukraine and Georgia), it was inevitable to discuss the current war a bit. What a horror in the middle of Europe in 2023. Hard to fathom that some dictator without repercussions so far can still be around to create mayhem and heartache! Tells a bit about the current state of affairs with greed, selfishness and delusions of grandeur. Reckoning awaits I hope and perhaps the West can finally get lawyers, banks,and “consultants” to open up about their role in facilitating the money flow, corruption and illicit investments that always follows the trail of dictators and their relatives. Who needs a EUR 200 million yacht? Couldn’t 50 million do it if even that? Londongrad has a role to play here….So Sunak get to work!

After calling at Walvis Bay, the next stop was Cape Town, and what an INCREDIBLE moment it was at 2am in the morning to be on deck and see the lights of Cape Town and the contours of Table Mountain.

I used night mode on my S23ultra so it was a bit “fake” of course, but an incredible sight after being on the sea to face Cape Town—one of THE global cities that the world talks about besides Sydney, Hong Kong and New York, etc. Last time I was there by ship was in 1968. More on that later in this editorial.

South Africa is a rich country; in short, they’ve got it all. What they don’t seem to have enough of are management-capable politicians, and with power cuts up to 4-5 hours a day, there is rampant crime and inequality in 81

the distribution of wealth. Time will show where this beautiful country will end up.

I had lots of talks with port workers, restaurant workers, and taxi drivers. There is so much love for the country but also anguish about where it is heading. For me as a “tourist”, I of course visited the tourist traps.. including the waterfront which looks more like a copy/paste waterfront that you nowadays find everywhere: McDonalds, Starbucks, H&M and what not comes to mind, boring to say the least… But yes overall it was an incredible experience to visit Cape Town onboard a cargo ship, and the food and wine alone makes you wish to return with all due speed as one of my ex wife’s lawyers said when I had to pay ?.

After Cape Town, we sailed to Maputo which is a major port city in Mozambique. It is a very huge port with dozens of bulkers waiting outside to get their load, but security and safety-wise I was frankly not impressed.

If we talk about the inequality of distribution of assets in South Africa, you can multiply that 10 fold when it comes to Mozambique. Compounds of well-to-do neighbourhoods but otherwise unsafe and dangerous. Even the seafarers onboard didn’t really want to go ashore for a night out. Still dangers are everywhere and who am I to talk, living in Stockholm, Sweden with 300+ shootings last year. That is certainly NOT due to poverty.

That is mainly due to political correctness of the ruling cafe latte classes….and an incredible inability to take any, repeat any, hard decisions…

Finally we came to Durban and originally planned to be at anchorage for a couple of days. It turned out that a bulker finished early so we could get in. 55 years ago I was in Durban with mv Thyra Torm

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You can see yours truly at age 5 and again at 60 here:

In some ways arriving into Durban is more impressive than Cape Town as it is an incredible port to arrive into.

It slings its way into the breakbulk terminals where I disembarked with my mum in 1968. I spoke to the pilot onboard and showed him the picture of Thyra Torm at anchorage and me sitting on the lap of the Norwegian bosun (tragically, he died not long after). We ascertained that it was for sure Durban nearby or just at the wharf where mv Bright Sky was alongside.

An incredible moment, an incredible trip, and a fitting gift to myself for my 60th—something I shall never forget and as the Hollywood stars always do when receiving an Oscar: Thank you to my mum/dad, my ….etc. etc. (The sponsor is always there somewhere, right? ??). So yes, filled with gratitude that I lived to experience this. And my thanks to the Captain onboard mv Bright Sky, the Chief Mate who often listened to my comments on this/that patiently, and the Chief Engineer who used to be on a submarine (we talked about Chipolbrok and I tried to recite as many Polish ships names as I could remember…Szymanowski, Norwid, 83

Leopold Staff, Paderewski, B. Prus, Chopin) for all the great fun. Finally last but not least my appreciation to the wonderful crew onboard mv Bright Sky! May the fair winds be with you and may indeed the Bright Sky live up to its name for you also in your personal lives.

Now for links to the huge amount of pictures and videos I took. Do take a look at below: 1. Walvis Bay to Cape Town

2. Cape Town to Maputo

3. Maputo to Durban

4. Durban

5. Videos

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Enjoy fully and see you again on April 20 when we return to our “regular programme…” no sponsor…haha!

I remain, Yours sincerely from Durban, South Africa, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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WEEK #16 – 2023 April 20, 2023

Editorial Dear Readers, It is Thursday the 20th of April and we are back again with our “normal” issue of Project Cargo Weekly.

As you know, I have been on a fantastic trip from Leixoes to Durban using an MPP freighter called mv Bright Sky where I booked the owner’s cabin. Enough said about the trip, but as a reminder, I have repeated the link to the Travel Edition Vol. 2 further below.

Flying back from Durban to Stockholm was, shall we say, kind of depressing, because you do form a bond with the crew onboard since you are ‘linkedin’ (so to speak) for the time that you are onboard. Friendships are created, and saying goodbye is always difficult in life. On the other hand, when one door closes another one opens. Returning to one’s kids at home after 6 weeks is, of course, always wonderful… at least for the first few days ? until the hardship of domestic logistics, noise, school, activities, etc. take over, and the trip onboard gets parked in the back of your mind.

Being a chairman or a board member by name more than by action seems to be the order of the day in many companies. There are many scandals in large companies where apparently incompetent or hapless board members claim they know nothing about this or that which happened in their often stock-listed enterprise. Many would recall Danske Bank, aka the laundromat bank, and an icon in Denmark apparently NOT knowing what happened in terms of money laundering in their Estonian branch. (Read more about The Danske Bank money laundering scandal).

In my personal view, IF you are a board member, you better have the position because of merit and not because of relationship to other board members or major shareholders. But relationships and nepotism are seen in many parts of our society, not least in our political system. Strange isn’t it how fast retired politicians suddenly get an “advisory” position in the industry that they used to regulate when being in government…. Still as Mao Tse Tung once famously remarked: “In the cleanest water lives no fish”.

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Here in Sweden, the news is full of sustainable, green, and not a day goes by without commentators strutting their stuff and grandstanding about being more green than the next person. Germany just closed down their last nuclear power plants, whilst France keeps on. All is fine with me as long as we are not depending on any countries that use their abundant supply of energy as a weapon, and here in Europe, we have been as naive as ever.

We are officially humanitarian and no one wants to touch this infected matter with a pole in order not to be called racist, politically incorrect or worse. Why don’t we make clear that there is NO chance for immigrants without a visa to enter Europe, and then we could establish proper camps in the north of Africa where applications could be made? Australia has done it, and like it or not, they have saved lives because people smugglers can no longer convince desperate people that they can transport them to Europe without repercussions. See the video NO WAY. YOU WILL NOT MAKE AUSTRALIA HOME from the Australian Government years ago.

What did the EU do? Yes, in Lampedusa almost 20 years ago, Barroso and Malmstrom were wringing their hands after yet another rickety boat had gone down with many fatalities and they proclaimed ….never again… well, so much for that statement. They are now enjoying their pension from the EU whilst the problems continue unabated particularly for the countries in Southern Europe, and ultimately for everyone else. (see here).

There is enough money in the world to deal with problems. The major headache is distribution of wealth, and as I called for before, we have a minimum salary. So why don’t we have a maximum salary? Or a maximum wealth cap: anything beyond must be distributed…perhaps that’s an idea!

Now turning back to the shipping issues at hand…

What I can comment on is that the rates have tumbled, and with a massive influx of new and huge container tonnage, it seems to me that arrogance is ready to fall, particularly for some of the owners that have had their noses high up. I heard the same story in Namibia, Mozambique and South Africa when I spoke to our network members there (www.clcprojects.com) (www.cross-ocean.com). At least some port authorities and local entities are not impressed by might, and might is not always right. A wise man said: ”When the shipowner calls you up or even invites you to lunch, then you know they are hungry again.” I suppose we are still not there when a proper lunch can be digested on-line – and thank God for that!

In today’s issue we have got some very interesting interviews for you: 1. Aprile in Italy, part of the privately owned Savino Del Bene, tells an interesting story and Emanuela Ventre whom I have known for almost 2 decades is still going strong.

2. The Romeu Group in Mexico, part of TIBA, also provides an interesting insight into the huge market of Mexico that is now booming as production is moving out of China in order to be closer to the US and also to avoid future “Covid closures without warning”.

3. Agile Shipping, a relative newcomer in Egypt, tells us about their story and why they started a new and service-minded company in this great country.

Until our next issue on May 4th, I remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: Aprile – Project Forwarding Division

Emanuela Ventre, Project Cargo Division Director at Aprile SpA was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: Romeu Group – Shipping Agency Division

Mikel Donges, Manager, Mexico & Latin America at Romeu Group Shipping Agency Division was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Agile Shipping – Alexandria, Egypt

Interview with

Mr. Ahmed Mokbel Gamaleldin CEO

First of all Ahmed, please tell our readers about your background in shipping leading up to your partnership and establishment of AGILE Shipping.

Almost 18 years of Experience in the Shipping & Logistics field, formerly Managing Director for Agility Egypt for Shipping & Freight.

Core competences: Industrial Projects / Oil & Gas Logistics / Supply Chain / Freight forwarding / Container Shipping Line.

What made you decide to open AGILE Shipping? How many partners are you, and which date did you formally start your company?

We are four partners and officially started in June 2022 What made us establish Agile Shipping & Logistics solution is the fact that the four of us come from typical freight forwarding companies which faced severe challenges during the past 3-4 years—especially when the major container shipping lines decided to enter the logistics market with a huge edge over the freight forwarders as well as the challenges during & post Covid-19.

We, as partners, reached a conclusion that in order to survive in such tough competition, we needed to be 90

simply AGILE. This can be reached by targeting the areas in which the solid know-how is the real edge & the real value that can position us ahead of our competition.

Egypt is a competitive market with many freight forwarders. What is your speciality, and do you have any particular focus or strength in Egyptian logistics that you would like to underline?

As far as Egypt being a competitive market, correct. This is why we decided to specialize in areas which are very exciting & have a lot of potential: Vessel Chartering / Logistical Solutions that we’re aiming to provide to our customers with a continuous improvement mindset, noting that these services can be provided not only in Egypt but throughout different regions.

How about customs clearance in Egypt? Is it difficult? Can you also arrange inland transportation in Egypt?

Honestly, Egypt was one of the most complicated countries in terms of clearing cargos from customs areas.

However recently the government developed useful platforms to ease the process through connecting both shipper/consignee & customs in one platform which provides the needed visibility and shortens the clearing lead time.

Yes, we do provide transportation services across Egypt, yet we only specialize in the following areas: 1- Middle & last mile distribution 2- Trucks shuttling services between dry ports/workshops to customer facilities 3- Heavy lift transportation 4- Heavy equipment rentals 91

Egypt is developing big time. Lots of infrastructure projects. Generally, which countries would you say are the major trading partners of Egypt?

This is so. The government has invested billions of dollars over the last 6-8 years in huge infrastructure projects specially in energy, roads, water treatment, and developing new cities The major trading countries can be listed as below: 1- China 2- U.S 3- Germany 4- Italy 5- Arabian Gulf Countries 6- India 7- Turkey Do you feel that the carriers/shipowners now are more service-minded than before? In other words, during Covid19, many were notoriously arrogant and not freight forwarder friendly. How about now?

Yes definitely. They might have had the advantage of space shortage versus demand during the COVID-19 period. Yet, as the space issue no longer exists, we see that shipping rates (especially in the container industry) are going down. All of them now are looking for cargo to fill in their ships/containers—noting that it’s not undisclosed that the whole world is headed for a global recession later in 2023.

Are you currently a member of any networks?

Only CLC for the time being.

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How do you view the year of 2023, and looking into your crystal ball, what are your expectations for this year, having recently started your company?

We believe that 2023 & 2024 are and will be very challenging years both domestically and internationally.

In Egypt, we are facing frequent currency devaluations against the US dollar due to its shortage in the market.

The same affects both importers & exporters as they need to import some of their manufacturing materials yet they are lacking the hard currency.

We at Agile are focusing currently on the export of the raw materials which is not facing the same challenges as the manufactured materials.

How would it be best for our readers to get in touch with you? § Ahmed Salah, Commercial & Chartering Director Ahmed.Salah@Agile-shipping.com 00201030300031 § Mohamed AbouElKheir, Business Development & Marine Services Director Mohamed.Abouelkheir@Agile-shipping.com 00201112899444 § Marwan Fawzy, Commercial Supervisor Marwan.Fawzy@Agile-shipping.com 00201220938770 § Mohamed Abaza, Logistics Solutions Director Mohamed.Abaza@Agile-shipping.com 00201000098942 § Rafeek Ragab, Operations & Chartering Assistant Manager Rafeek.Ragab@Agile-shipping.com 00201004418385 § Ahmed Mokbel, Chief Executive Officer Ahmed.Mokbel@Agile-shipping.com 00201122112218 93

Featured Video Watching The Sun Set From Onboard Mv Bright Sky Editor’s Note: Being a passenger onboard a freighter is a fantastic experience. With a 360 degree view of the ocean watching the sunset is unbeatable. Here is some footage from my recent trip on www.macship.com vessel mv Bright Sky.

Featured Photo Editor’s Note: An impressive project here handled by Asstra in Poland, an 827-tonne wash tower shipped from Spain to Gdansk. Read more…

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Wise Words

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WEEK #18 – 2023 May 5, 2023

Editorial Dear Readers, It is Friday the 5th of May, and we are back again!

I must admit that switching from weekly publishing to publishing every fortnight is helpful to me as it does allow me more time to find interviewees and solicit more material. Generally, I don’t have problems finding interesting companies and/or people to interview. However, it is also clear that the people who do work appear to be busier than ever before. It seems that the world has a problem not only in the distribution of wealth but also in the distribution of workload.

Looking at it from a Scandinavian point of view, we are somehow drowning in welfare in the sense that finding anyone who is “hungry for work” is almost impossible whilst at the same time, people who want to work are bogged down by rules/regulations—not least from the unions who are out there carrying the red flags. May 1st has come and gone.

Here in Sweden, the Social Democrats in particular were out with their red flags promising the moon. However, the fact is that they now have lost so many voters to their opposite SD because they haven’t followed the times and the development and are still clinging to the past when they commanded some 40-50% of the electorate. Nepotism runs deep in the Social Democratic party organisations here in Scandinavia. You hardly see anyone being fired for mismanagement of public funds or other scandals. Rather, you are reassigned as an ambassador or a local government bigwig.

Still, the power of networking is everywhere, and who am I to say that I don’t use my network to get special treatment or get first in line. We all use our networks on a daily basis, but there is a difference in claiming to be holy and “taking care of the workers” as opposed to feathering your own nest by using the contributions of those whose interests you claim to protect.

I am writing this editorial whilst taking a sustainable trip on the train to Gavle, which is some 200km north of 96

Stockholm. Although it doesn’t make me feel greener than any car driving compatriot, it is handy since I can work on the train and generally internet connections here in Sweden are fast, reliable and inexpensive.

So the time of the digital nomad is here. For those who are able to enjoy the benefits of such a lifestyle, this is really a golden period for them. Not a day goes by when another country is not lining up to “cater to the digital nomads” by offering them a great environment in which to settle down but work globally… and who wouldn’t want to work from Mauritius during winter in Sweden – for example.

I had the pleasure of speaking to the representative of the Ports of Stockholm in the week past, and since I do live here and need to feather my own nest, I had best give them a bit of priority space here in the editorial. Yet, in all fairness, Stockholm Ports does have a nice story to tell and imagining that 16 million passengers in a normal year pass through it does make for a compelling story. See the interview here:

I actually brought my 3 kids on a cruise to the Åland islands this weekend on mv Cinderella: a huge, deluxe, passenger ferry catering to those who wish to get a bit of duty-free shopping, enjoy excellent food and entertainment, and look at the incredible archipelago of Stockholm. You may enjoy this short footage that I took during the trip whilst stocking up on cigarettes, and booze of course.

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Some of the houses and cottages you see during this trip are indeed a marvel to behold but hardly within reach of shall we say “normal income people”.

I am off to Denmark for a couple of weeks today as we publish and treasure the fact that my parents are still around, incredibly so in my father’s case. There is no way I will waste any time when I can spend time with them during this ‘autumn’ of their life. I have too many reminders about the vulnerability of life, so I frequently tell myself to DO when I can and that it is better to regret something I did than something I didn’t do. This holds true in many of life’s situations. Or as the Nike ad says: JUST DO IT ~!

Turning to the shipping world, we have today some quite interesting interviews in store for you: 1. We visit the landlocked country of Austria and meet with a mid-sized project freight forwarder called PROJECT LOGISTICS based there.

2. One of the most beautiful countries in the world is New Zealand. We go there and speak to FLIWAY who tell an interesting story from far away.

3. We check out the island of Sri Lanka, another beautiful place strategically located in the Indian Ocean, and talk to LANKA SHIPPING & LOGISTICS. Everyone has a great story to tell, and if you ask me why I am in shipping, well, the answer is simple. It ain’t boring, and I love the people in it, especially those who are freight forwarder friendly, so there are a couple of shipowners out there that are not on the Xmas gift list… but competition is healthy for all and keeps us on our toes, right?

We, of course, provide you with shipping news, trade intel, featured video and picture of the week and last but not least, wise words.

Looking forward to seeing you (if you have time to drop by) at the Hoegh Lines booth (Hall 2.2 Booth 2B24-C25) at Breakbulk Expo Rotterdam on both the 7th & 8th of June where I shall be between 1300-1400 hrs (1-2 pm).

Until the 18th of May, I remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Project Logistics GmbH – Wals-Siezenheim, Austria

Interview with

Mr. Peter Müller & Mr. Laber Fetahaj Managing Partners

For starters Peter, would you kindly explain to our readers about the history of Project Logistics in Austria? Who are the owners?

PETER MÜLLER: Project Logistics GmbH is a privately owned, sea freight forwarder, which was founded in 2018 by my colleague Laber and me in Salzburg. As we were a well-coordinated team for many years, we took the leap into self-employment.

During the pandemic, many customers realized that they receive a more reliable service from small-sized service providers like us. This allowed us to establish our company and solidify our customer base.

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Austria is a landlocked country in Europe. How do you normally transport oversized and project related cargoes to/from the load ports and which load ports are the most frequently used for customers in Austria?

PETER MÜLLER: Due to our location in Central Europe, we benefit from a wide selection of ports.

Statistically, the German ports of Hamburg and Bremerhaven play the biggest role, while Adriatic ports such as Koper, Rijeka, and Trieste are increasing their market share.

Northwest continent ports such as Rotterdam and Antwerp, as well as the Italian west coast ports of Genoa and La Spezia, are also utilized.

Special cargo can be transported on almost all modes of transport to and from Austria, from trucks and wagons to barges on the Danube.

Through this flexibility, we can offer customers a tailored solution without limitations.

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Could you provide our readers with some examples of projects that you have handled (pictures for example), and it could be air/sea/rail … any mode of transport really?

PETER MÜLLER: Many of our shipments involve the combined transport of specialized and standard equipment. We love these orders because they bring the greatest potential to produce cost-effectively and demonstrate our quality.

We are also happy to transport firefighting trucks, crane vehicles, and rolling mills in between.

Further, we arrange packaging services at shippers/consignee’s premises, ordering cranes / forklifts and labor to manipulate the cargo as the client desires.

Foreign freight forwarders appreciate our knowledge in hinterland transportation.

There are a lot of freight forwarders in Austria, and Austrian shippers (like many in other countries) are constantly price sensitive. What in your view makes it a good choice for a would-be customer to book with you?

PETER MÜLLER: The difference between us and other providers is that we have an existential interest in ensuring that the goods are transported to the fullest satisfaction of all parties involved.

The customer should be able to fully concentrate on their product, as too often the wrong choice of provider leads to major problems.

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The sector is struggling with an extreme shortage of skilled workers, which is leading to a worrying decline in quality. This affects both the freight forwarders and shipping lines.

Do you currently have any offices outside of Austria or are you a member of any international networks?

LABER FETAHAJ: No, we do not have any branches outside of Austria. Due to our specialization in Project-Cargo, we recently joined the network “Cross Ocean”, which perfectly covers our interests and excellent synergies can be formed.

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How do you find that the shipowners are treating the freight forwarders at the moment? We know that during Corona transport was being fully booked more often than not. As a result, the forwarders were pretty badly treated. Was that your experience as well?

LABER FETAHAJ: During the COVID-19 pandemic, when the ships were full and the shipping companies were able to multiply their revenues, we, like many other small freight forwarders, were treated very poorly. Our emails were often left unanswered, and our concerns were not taken seriously by many shipping companies. Currently, it is already noticeable that the situation is turning around again, and the shipping companies are actively approaching us to regain business, as at this point, the market volume to/from many directions is sharply decreasing.

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Tell us about your own background in shipping and logistics and how you choose this as your career?

PETER MÜLLER: I stumbled into logistics early 2010, during the aftermath of the financial crisis. After 5 years at Schenker Salzburg, I had the opportunity to join the founding of the Air & Ocean division of Quehenberger in 2015 where I was employed for 3 years. Laber and I went through various management positions where we have been able to obtain the experience necessary to grow our own business.

LABER FETAHAJ: My working background is identical to Peter’s, except that I started working at Schenker in 2013.

How would it be best for our readers to get in touch with you?

We can be reached at the following email addresses and phone numbers: peter.mueller@project-logistics.at / +43 660 241 25 46 laber.fetahaj@project-logistics.at / +43 660 246 53 66 We can also be contacted via WhatsApp Website: https://project-logistics.at

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Podcast Episode: Fliway – New Zealand

Jon Gundy, General Manager Air & Ocean at Fliway Air & Ocean was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: Lanka Shipping & Logistics – Sri Lanka

Mr. Ana Senanayake, Managing Director, Mr. Trilan Perera, Director Agency and Mr. Darshana, GM of Business Development at Lanka Shipping & Logistics Sri Lanka were interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Featured Video A Windy Day Onboard With 8-9m Swells In The Indian Ocean Onboard MV CMA CGM Georgia Enroute To Sydney Editor’s Note: Aft in the INDIAN OCEAN onboard mv CMA CGM Georgia enroute from Singapore to Fremantle.

Impressive with some large swells. Sailing south of Australia there is nothing out there except Antarctica if you continue on south… thus winds can be quite heavy.

Featured Photo Editor’s Note: Having just been drifting for a day outside Durban, South Africa late March it was all the more impressive to see the “anchorage area” from ashore and the 29th floor of the Pearl’s Hotel, Durban. And what a sunrise – not to mention the wines of course!

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Wise Words

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WEEK #20 – 2023 May 18, 2023

Editorial Dear Readers, It is Thursday the 18th of May, 2023 and I am back with the online newsletter.

Reaching some 42,000 people around the world every other Thursday does make me feel humble and also reminds me to try and understand just how I got there. PCW was made as a kind of “protest” against some of the established logistics media. So yes, so far so good, and I am now basically doing research and journalism full time when I am not helping out with the 2 networks of project freight forwarders that I look out for.

This last week I spent a lot of time looking at YouTube. In particular, I looked at the opioid crisis, the Sackler family story on Oxy etc., and also what is happening with designer drugs entering the mainstream. Here in Scandinavia, it is now possible to get anything you want like a 7/11 [editor’s note: 7/11 is a convenience store open all day every day] even here in my small hometown city of Grenaa, Denmark. The trade in illicit drugs is booming, fuelling lots of heartaches indeed.

Money is the key, and, of course, without demand there would not be supply. I am no expert, but it does seem that we are fighting a losing battle with regards to drugs entering in abundance across porous borders and through ports and airports worldwide. See here from the EU about the rising imports. It does seem like there is no end to it.

With 3 small kids at home, I am as concerned as many are I believe…How should we address this? It must involve teamwork between parents, schools, and local authorities I guess. We need to teach children that it is NOT COOL to aspire or copy older children who seem to have an abundance of money to spread around.

The internet has also made children’s playtime different, enabling them to sit at home, hardly move, whilst playing a game with a friend in the same neighbourhood. The online gaming industry is huge and the algorithms that decide where you click next are designed so that you (and particularly young minds) are coaxed 109

into continuing to play. I do hope that responsible industry insiders will do what it takes to clear it up and set obstacles in place, so it becomes more difficult. But overall, us parents need to spend time with our kids and not just throw them the iPad or mobile (to get peace and quiet), well, easier said than done—believe me I know only too well.

South America is high on the development list for me in the coming years. That continent, along with Africa, are places where I did travel to but never did much in. Before being unable to travel because of age or kilo restrictions ? I have planned to visit Latin America at the end of August. Unable to speak Spanish and Portuguese for that matter let us see how I solve it. Perhaps I will need help from local assets on the ground –as the CIA said in the Bourne Supremacy movie: ”Let me know when the asset is in the nest…” ?.

First however, it’s off to Asia in a month and for a month. It will be interesting to see Asia again which basically is the first time after the Corona pandemic started. Particularly, I am looking forward to seeing Hong Kong, one of my favourite cities in the world and where I originally was married many years ago at St. Margaret’s Church, Happy Valley just across from the race track. Some people tell me that the city has changed whilst others say that it’s back to normal. Time (and my visit) will tell. The Dim Sum lunch as depicted here certainly ensures you a great experience but forget about having a quiet lunch.

Now reverting to what we got in store for you in this issue of Project Cargo Weekly, we start off with a visit to a country that we seldom do hear much about, i.e., Papua New Guinea and we talk to Swire Shipping—a well-known brand for decades in Asia in both trade, shipping and so on. We then visit the great country of Brazil, famous for sambas, steak and carnivals but also shipping-wise it is an interesting country indeed. ES Logistics Brazil tells a compelling story—visiting Brazil later in August will make me see it first-hand. We finally talk to another interesting company ISS-Palumbo, and with offices in many countries and regions, we hear from their office in Turkey.

I do hope you will find the interviews interesting and try and last attention-wise for the time it takes to read them all through…in shipping, it is never ever too late to learn something new.

I, of course, provide you with shipping news, trade intel and wise words..and I remain until the next issue of June 1st.

Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Swire Shipping – Australia & PNG

Interview with

Mr. Andrew Connell Regional Project Manager, Integrated Logistics

First and foremost, Andrew could you introduce the Integrated Logistics Division of Swire Shipping to our readers and could you also elaborate a bit on Swire Shipping overall?

Swire Shipping is the wholly-owned, deep-sea ship-owning and operating arm of the multinational Swire group.

Headquartered in Singapore, Swire Shipping is dedicated to facilitating and growing trade in regions where we operate. Connecting over 400 ports globally, Swire Shipping provides several high frequency liner shipping services in the Asia Pacific markets; integrated logistics solutions in the Pacific; transpacific services between North Asia and the Pacific Northwest; and specialist shipping services to the global project logistics market under the brand name, Swire Projects. It specializes in providing a wide range of specialist customer solutions for project, heavy lift, refrigerated, breakbulk and mini bulk cargoes. Swire Shipping maintains a worldwide agency network in addition to its own representative offices across the Asia-Pacific, Pacific Islands, North America, and Europe, providing customers with dedicated service and expert market knowledge.

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In 2021, Swire Shipping launched our integrated logistics division, offering the market a full suite of landbased logistics products to complement our existing range of containerised and breakbulk liner and project charter shipping.

Today, Swire Shipping is a one-stop-shop for end-to-end supply chain solutions, including international, domestic coastal and inland cargo transportation, customs and quarantine clearance, warehousing and distribution, container sales and leasing, supply chain consultancy, and project logistics management services.

Swire Shipping’s mv New Guinea Chief I understand that you have an office located in Papua New Guinea. It is a seldom visited and little known country for many of our readers. Can you tell us a bit about logistics in PNG and some of the challenges that you are facing there?

Papua New Guinea is an island nation located north of Australia and east of Indonesia, bordered by the Arafura Sea and the Pacific Ocean. The country is a true paradise—it is one of the most diverse nations on Earth with over 1,000 different cultures, each with their own customs and traditions and over 850 different distinct languages spoken across a population of just over 7 million people.

The country is blessed with natural beauty, from rainforests and white sand beaches to coral reefs, sweeping mountain ranges and towering volcanoes. The Papua New Guinean people are predominantly of Melanesian descent (with some other Pacific ancestries including Micronesian and Polynesian) and are generally warm, welcoming, and willing to lend a hand—all part of the wantok (“one talk” or “close friend” in the local Tok Pisin language) system that prioritises a sense of community.

I never let an opportunity to promote the beauty of the country pass, and would like to share a few photos of some of our experiences over the years:

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The logistics in Papua New Guinea are complicated. Infrastructure wise, facilities are slowly improving.

However, the state of the roads, for example, has its challenges—the main road connecting the capital city Port Moresby with Motukea (the new international sea port located 11km from downtown Port Moresby and completed in 2010) is in a continuous state of disrepair, with potholes and roadblocks a common frustration to users. There is no road connecting the capital Port Moresby with the main manufacturing centre in Lae, the two largest cities in the country, so domestic transport must be via coastal vessels or air.

Customs and quarantine clearances are a complex and time-consuming affair, with many processes still paper-based.

Each of these issues add to a heightened level of risk in the supply chain, and in a country like Papua New Guinea, it is important to work with a reputable, reliable and experienced logistics partner who can navigate these issues ethically and professionally.

What are the main ports of PNG, and what kind of project cargoes are typically shipped in? Are you also able to arrange inland transport and customs clearance in PNG? Papua New Guinea has two primary international ports—Port Moresby (Motukea) and Lae, the latter of which handles almost half of the country’s maritime freight. After Lae and Motukea, Kimbe is the next largest port in terms of container volumes. Swire Shipping operates regularly scheduled liner service into these and all of the smaller out ports, including Alotau, Buka, Kavieng, Madang, Oro Bay and Rabaul.

Through our wholly-owned network, Swire Shipping offers land transport and customs clearance for containerised and breakbulk cargo into each of these locations, coverage that is unmatched by any other ocean carrier or freight forwarder.

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Papua New Guinea’s primary import commodities are refined petroleum, rice, machinery and motor vehicles.

Exports include gold, copper ore, and nickel.

With a project boom just around the corner in the areas of LNG, mining, infrastructure and defence, Papua New Guinea remains an important market for Swire Shipping.

Could you tell our readers about your own career in shipping leading up to your current position?

Like most of our members (and indeed people in the industry), I didn’t grow up necessarily dreaming of being in the shipping and logistics industry, like one would an astronaut or a pilot. I was, however, always interested in foreign cultures and customs, pouring over dad’s collection of National Geographic magazines as a child, and with an equal interest in ships and aviation, a career in international logistics was a logical fit.

My career in shipping and logistics started as a fresh-faced young cadet in 2004, packing LCL/FAK containers from Australia to New Caledonia as well as handling general cargo, mostly from Europe and Asia into Australia.

I transitioned into specialised project logistics in 2013, managing long-term rail and rolling stock projects in Australia and New Zealand as well as several complex infrastructure projects in the Solomon Islands.

In 2021, at the height of the COVID-19 pandemic, I took a leap of faith into the unknown by moving from freight forwarding to the “other side” of the industry—shipping—by joining Swire Shipping, a company I had always admired from a customer’s perspective as a historically significant but forward-thinking organisation that was looking to diversify and adapt to changes in the logistics market. I’ve not looked back since.

Are you currently a member of any international networks?

Yes, CLC Projects Network.

Looking into the crystal ball and with the geographical position that you are located in, how do you see the year of 2023 businesswise and project cargowise?

There are several high-profile, economically significant nation building projects underway and in the pipeline in Papua New Guinea, including Papua LNG, Porgera, Wafi-Golpu, P’nyang and Pasca A (all in the resources and mining space), PNG Ports (port infrastructure upgrade programs) and Lombrum (defence infrastructure).

With the complex nature of inland logistics in Papua New Guinea, it is important that these projects partner their supply chains with organisations who have the experience and in-country capabilities to deliver.

Swire Shipping has worked hard over the past 3 years to diversify our business activities, transforming our organisation from a typical port-to-port carrier to a fully integrated end-to-end logistics player with focus on the Asia-Pacific market as our core operating region. Papua New Guinea will remain at the heart of our operations, and we look forward to meeting the challenges ahead.

In which countries besides PNG are the Integrated Logistics division of Swire Shipping active?

Swire Shipping’s home is in the Pacific Islands. We’ve been present here for 150 years, and we are committed to serving the Pacific community for the next 150 years and beyond.

We’re operating our integrated logistics services not just in Papua New Guinea but also in Australia, Fiji, New Zealand, the Solomon Islands, Vanuatu, and Western Samoa as well as north and southeast Asia.

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How would it be best for our readers to get in touch with you?

I am available via phone/whatsapp on +61 460 336 997 or email andrew.connell@swireshipping.com. If any of our members are traveling through Australia or Papua New Guinea, they are more than welcome to visit our offices to meet our teams and tour our operations.

ES Logistics – Brazil

Interview with

Mr. Dimitri Mattos Head of Projects

For starters Dimitri could you elaborate a bit on the history of ES Logistics? Who are the owners of the company?

ES Logistics was founded in 2001 by Mr. Lupercio Ardigó, Fabiano Ardigó and Evandro Ardigó. A few years ago, the company included more members, but the biggest part is still owned by the Ardigó Family. Nowadays, ES Logistics has a team of around 230 people and offices only in Brazil, being the 3rd top agent in the export shipment sector from Brazil and the 10th top agent in the import shipment sector to Brazil.

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Brazil is a huge country, and there are many ports. Can you tell our readers about the area of Brazil where you are located? Which ports are the main ones in your area, and can you handle cargo entering any Brazilian port?

We can handle cargo to/from any port in Brazil, even though we have a huge country. We have 13 offices in Brazil, most of them in Central, South and Southeast Brazil. At this moment we are handling a Project from the USA to Manaus with no issue.

Our offices: Itajaí, Vitória, Joinville, Belo Horizonte, Santos, Campinas, São Paulo, Rio Claro, Curitiba, Goiânia, Londrina, Santa Cruz do Sul, and Criciúma.

I heard that customs clearance can be troublesome in Brazil. How is the situation nowadays? Is it easy or is there a lot of bureaucracy and are items always customs cleared at the entry port?

Customs in Brazil requires special attention. Bureaucracy still remains, but a few steps are in course to make it better. With the new customs system, some importers can apply for customs clearance before cargo arrives in the ports. This is the beginning of this system and is valid only for sea shipments, for the importers who are AEO certified, and now an import license is required. This includes a lot of files, even with these restrictions.

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We believe Brazil is finally in the process of improving customs procedures. Most important is that the agents always contact their partner in Brazil before loading any cargo. If paperwork is properly checked before loading, usually shipments can be handled smoothly.

Do you currently belong to any international networks, and/or do you have offices outside Brazil?

Yes, we are members of WCA as well as CLC Projects. No, we do not have any offices outside Brazil.

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How about the business situation currently in Brazil? You have a new president, and you have strong relations with both China and Russia etc. Do you feel that the business forecast for 2023 is positive with Brazilian trade?

We are positive about the Project Cargo business in Brazil. The energy industry keeps growing. With the new government, we also see some good opportunities in the O&G industry. Brazil also has some shipyards that have a good reputation worldwide, such as Azimut and Ferretti.

When did you start your career yourself in shipping & logistics?

I started in 2002, working in trading exporting wood products. Then I had the chance to work as a customs broker. Later, in 2005, I started in the Freight Forwarding market, and in 2009, I finally started working 100% with Projects only, where I’ve found myself and really have a big pleasure being part of this market. Every Project has a history and a big impact on the people.

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How is it best for our readers to reach you?

I can be reached via the following: Email: dimitri.mattos@eslogistics.com.br LinkedIn: https://www.linkedin.com/in/dimitri-mattos/ Phone: +55 47 3045-4800

ISS Palumbo – Italy

Interview with

Mr. Ugur Er Global Network Development Director

First of all Ugur, can you tell our readers about ISS Palumbo as a company established in Italy and also about the ownership of the company?

In 1974, Andrea Palumbo founded the transport company with the same name; over the years the Palumbo company affirms its role in the market, becoming a leader in the field of international shipping, specializing in Oil & Gas, and integrated logistics.

In 2012, the strategic partnership with Inchcape Shipping Services – a world leader in the maritime field with 119

over 230 offices located in 60 countries around the world – gave birth to the current ISS PALUMBO: a perfect combination of professionalism, experience and global presence.

ISS Palumbo, led by the Palumbo family, has thus expanded its range of services, specializing in the management of large industrial projects in the energy field. The company boasts particular know-how in the Oil & Gas sector, where it provides integrated logistics solutions, port logistics and maritime services.

I understand that you are active in North Africa. There is a good relationship in trade and politics between Turkey and the countries of Algeria, Libya and Tunisia. Can you elaborate to our readers about your office network and setup in those North African countries?

The conflict between Russia and Ukraine led to a shift in Europe’s energy policy towards diversification of energy sources, including an increased reliance on North African oil and gas. Europe seemed to decide to reduce its dependence on Russian gas which resulted in a major increase in Oil & Gas projects in North African countries such as Algeria, Libya, and Egypt, which are major oil and gas producers.

As we have demonstrated our ability to provide reliable logistics solutions for energy-related projects over years, we are ready again to support our partners in these relatively difficult countries to work in.

We established our Egypt office in 2010, and for the last 13 years we have been in a leading position for not 120

only project transports but also for marine agency services. We have similar capability both in Libya and Algeria with the support of our local partners and representatives.

Do you have experience in handling project cargoes into Turkey and North Africa? Could you provide our readers with some examples (photos/video etc) of projects you have handled?

We have managed plenty of projects both in Turkey and North Africa. I’m glad to present you with a few photos. You can find much more in our Linked-In profile.

Libya is a special country and seems in a mess. What can you tell our readers about logistics to/from Libya? Is it possible? What is the best way and which ports are the best ones to utilise? Algeria is another kettle of fish. What can you tell us about Algeria logistics wise?

Libya is indeed a country that has experienced significant challenges in recent years, which have had major impacts on logistics operations. However, we have good know-how about managing logistics to and from Libya with careful planning and coordination.

Libya has several ports that can be utilized for logistics operations. The best ports to utilize would depend on the specific requirements of the project or shipment. Some major ports in Libya include Tripoli, Benghazi, Misrata, and Tobruk. These ports have facilities both for container handling and general cargo operations.

It’s also important to note that the infrastructure in Libya has been impacted by political instability and conflict. As a result, the condition of roads, railways, and other transportation infrastructure may vary. Additionally, security concerns need to be considered when planning logistics operations in the country.

Algeria, on the other hand, has a more stable environment compared to Libya, but there are still important factors to consider for logistics operations: Algeria has a relatively well-developed transportation infrastructure, including ports, airports, and road networks. Algiers, Oran, and Annaba ports offer facilities for handling various types of cargo with a -respectively- good quality of work. Furthermore, Algeria has an extensive road network, making land transport a viable option for moving goods within the country or to neighboring regions.

However, road conditions can vary, and it’s important to assess the specific routes.

It’s also essential to familiarize yourself with Algerian customs procedures and regulations to ensure smooth 121

clearance of goods. Compliance with local requirements, such as documentation and licensing, is crucial for efficient logistics operations.

Currently, Algeria is a member of the Arab Maghreb Union (AMU) and the African Union (AU), among other regional organizations. These memberships may provide opportunities for trade facilitation and cooperation, which can positively impact logistics operations.

Overall, while both Libya and Algeria present unique logistics challenges, with careful planning, local expertise, and a thorough understanding of the local environment, it is possible to conduct successful logistics operations in these countries.

Where do you currently have offices under the ISS Palumbo brand? Are you presently a member of any international networks?

As the ISS Palumbo brand, we have 20 offices around the world with over 200 project logistics professionals.

We are certified by BIFA, IATA, FIATA and FPAL. We also hold 3 major quality certifications from Bureau Veritas which are: ISO 14001 / ISO 9001 and ISO 45001.

Yes, we are member of CLC Projects Network.

How about the Corona situation now in Turkey and North Africa. Is it finally over?

The Corona situation in Turkey and North Africa is not over yet. Although the number of cases and deaths has decreased significantly in recent months, there is still a risk of new outbreaks. It is important to continue to follow the public health guidelines, such as wearing a mask, social distancing, and getting vaccinated in these regions.

In Turkey, the number of new cases per day has been declining since January 2023. The country has also seen a decrease in the number of deaths from COVID-19. However, there are still some areas of Turkey that are experiencing high rates of infection. For example, the southeastern region of the country has seen a recent surge in cases.

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The situation in North Africa is similar to that in Turkey. The number of cases and deaths has decreased significantly in recent months, but there is still a risk of new outbreaks. Some countries in North Africa, such as Morocco and Tunisia, have lifted most of their COVID-19 restrictions. On the other hand, Algeria and Egypt still have significant restrictions on duty.

Some major shipowners are now trying to act as freight forwarders and want to do it all door-to-door.

Do you face the same issues in Turkey and North Africa? What is your opinion about this? Do you think the shipowners will be successful in cutting out the forwarders?

This is a trend that is being seen in many parts of the world, including Turkey and North Africa.

They believe that they can provide a better service to their customers by offering a one-stop-shop for all of their shipping needs and make more money by cutting out the “middleman”. However, there are significant challenges waiting for shipowners when they try to act as freight forwarders. First, they need to have a good understanding of the local market which is not the case at the moment. Furthermore, they do not seem to well understand the differences between the regulations that govern freight forwarding and shipping. This will be a major task for them to face in the near future.

It is still too early to say whether shipowners will be successful in cutting out the freight forwarders. However, it is worth watching how it develops.

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How many years have you been in the logistics field? What was your background before settling in your current position?

This is my 15th year in project logistics. I used to work for DB Schenker for a very long time (like half of the sector did ?) and got all my basic education in this field. It was fascinating for me to be a part of the team, and I learnt a lot. Two years ago I met with Mr. Filippo Palumbo and decided to work with him as he is the most ambitious and experienced projects logistics professional that I have ever met. Now I have a lot to learn from him, too, on our journey together.

How would it be best for our readers to get in touch with you?

All our partners can reach me via my mail ugur.er@iss-palumbo.com, but I’m always available on my mobile too +90 532 695 98 91 for any kind of urgent matters.

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WE SIMPLIFY THE COMPLICATED WITH OVER 70 YEARS OF EXPERIENCE

WWW.PROTOS.CA PROTOSLOGISTICS@PROTOS.CA

Featured Video Sailing On The Calm Atlantic Ocean Onboard Mv Bright Sky As The Sun Rises Over The Horizon Editor’s Note: This was a fantastic day on the high seas with a calm Atlantic during sunrise. I was onboard mv Bright Sky of MACS as passenger from Leixoes to Durban…

Featured Photo Editor’s Note: The old and the new here depicted in a picture I took whilst visiting Grenaa, Denmark this week.

Beautiful, clean and “sustainable”…

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WEEK #22 – 2023 June 1, 2023

Editorial Dear Readers, Today it is Thursday the 1st of June, and PCW is back again.

We are now almost half way through the year of 2023, and once again, I find myself asking in amazement: ’Where did the first 6 months go?’ I am reminded by the saying that the older you get, the quicker the time passes, and that is certainly a true statement.

In my recent editorial, I commented on the availability (even in small cities) of drugs, pills, and whatnot. Continuing on this note, I can tell you that last week in a gigantic find in the port of Helsingborg, a huge quantity of cocaine was found in a secret compartment inside a reefer container. The Port of Helsingborg, Sweden has been criticized for lax security (as most of Sweden generally) but on 2nd thought, what can security do to stop the importation of illicit drugs when there is apparently a huge demand? The market forces in play are so forceful with the profits derived from the drug trade in the billions of US dollars. There is small wonder then that this scourge also is hitting our calm (until now) Scandinavian streets.

However, the side effects are horrific, with violent crime in its wake and a society that used to be built on trust slowly finds that trust being eroded if not already disappeared. In Europe, we have a naive idea to become like the US, borderless like the 50 states. Yet, with Schengen here, the drugs, guns (particularly from Balkan region), and little, if any, control at all makes it a piece of cake also for weapons smugglers to do their trade.

Sweden compared to Finland is particularly susceptible to this as the country has been naive for years both with regards to border control and to enforcing a much tougher set of rules and jail sentences that should have been in place a lot earlier. See also this from the Through Transport Club.

I honestly feel that the snowball is now rolling, and it can no longer be stopped. Not a week goes by without deadly shootings. Already this week, 2 persons have been shot dead… so far. Of course, depending on whom you compare yourself to, we live in paradise. In South Africa, for example, I read that there are nearly 3 mur128

ders an hour (source). Where does all this violence come from? Poverty only? Corruption? Mismanagement?

Food for thought indeed.

Speaking of drugs, I am travelling to Holland next week to attend Breakbulk Rotterdam. Holland is well known for tax evasion company structures, lax drug laws, and a laissez faire attitude whilst the country is, in many ways, a hub not only for general trade but also for elicits. There should be a mentality change taking place in the continent overall and Holland in particular. There was an interesting documentary recently about Amsterdam (parts of) see here.

After Breakbulk in Rotterdam, one of the world’s great ports, I shall attend our CLC Projects / Cross Ocean (www.clcprojects.com) (www.cross-ocean.com) conference in Budapest, Hungary. Then on September 1st, I shall be in the great continent of South America visiting Chile. We will have a regional conference there.

It has been years since I visited Chile. I even had the pleasure of visiting the Isla De Pascua (Easter Island) which is a Chilean territory (see here) very very far away in the Pacific, in fact, it’s a 5 hour flight due west from Chile… and is well worth a visit. Whilst on the subject of Chile, I would like to see the Atacama desert, too. Perhaps it will be possible in the near future when travelling there on a regular basis to develop Latin America as a market for Project Cargo Weekly. I also have plans to visit the Juan Fernandez Islands, see here, but as the saying goes: ’So much to do and so little time’… and the more one travels, the bigger the world seems to become!

In today’s issue, besides the interview link above in this editorial, we’ve got another 3 great interviews in store for you.

1. Panama – we speak to a RORO operator active in all of Latin America.

2. Israel – we speak to a project freight forwarder active worldwide.

3. Paraguay – we speak to a Latin America based project freight forwarder with an impressive network.

So, yes, although I don’t speak a word of Spanish (or Portuguese for that matter), this issue is for sure influenced by samba rhythms etc.. ?

Until June 15, I remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com 129

Interviews Tradinter Group – Guayaquil, Ecuador

Interview with

Ms. Gabriela Vasquez Sales Manager

First of all Gabriela, please tell us more about Tradinter Group. When did you establish the company, who owns it, and how many staff members have you got currently?

My Father, Enrique Vasquez, Founded Tradinter “Transporte Y Representaciones Internacionales S.A” Shipping Agency in 1992. He started his relationship with the shipping business back in 1975 when he was hired

by Transnave, the Ecuadorian flag shipping line with regular services to main ports around the world.

After working for 15 years in Transnave, he left this company to start his own business named Tradinter, a shipping agency. Tradinter started representing shipping lines with regular services to Ecuador. As the time passed, other port services and logistics-related companies came to join what we now call Tradinter Group.

Through its international logistics division named Tradinter Logistics and a select group of professionals, we provide multimodal services (air, sea, land) with worldwide coverage.

Our current group of staff is made up of 68 members.

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Tell us about the ports of Ecuador. You are located in Guayaquil which I believe is a river port, right?

What other ports are used (if any) in Ecuador.

Right, the port of Guayaquil is located 50 nautical miles from the sea connected by a channel of brackish waters steaming on the channel with assistance of a pilot.

We are based in Guayaquil, the main economic city of Ecuador and the most developed in port infrastructure with 4 terminals able to handle any kind of cargo and a market participation of about 80 percent of total Ecuadorian cargo.

The other relevant ports are: • Posorja Port (started operations 6 years ago and just 50 miles close to Guayaquil’s Port) – Container terminal • Esmeraldas Port – Multipurpose terminal located at the north of Ecuador mainly for general cargo • Manta Port – Multipurpose terminal located between Esmeraldas and Guayaquil mainly for imported cars • Puerto Bolívar – Multipurpose terminal in the South of Ecuador mainly bananas

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Do you have experience in handling project cargoes to/from Ecuador? If you do, could you provide us with some examples of projects you have handled?

We have represented shipping companies specialized in carrying project cargoes, mainly oil drilling equipment, transformers, shore cranes, etc.

We have also carried cargoes for brewery constructions as well as water dam infrastructures, etc. Experience in this field is just one of our strengths.

Are you seeing that some shipping lines in Ecuador also try to compete with the freight forwarders?

What is your opinion about that?

Yes, many shipping lines on this side are offering additional services in order to close the logistic chain. They are also keeping in close contact with main importers and exporters, offering better conditions to those given to Freight Forwarders.

Are you currently a member of any networks? If you are, what is the reason for it? Do you find it useful?

We are members of the Cross Ocean Network.

To be a network member is very useful and has some advantages. One of them is that it gives us security since we know that all members will be trustworthy, offering the same kind of level of service we want to offer to our clients at ports we don’t usually have operations in. It also provides updated information relevant to our business.

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For how long have you been working in logistics, Gabriela? What do you like about working in this field?

I have been working in logistics since 1996. I only stopped for a period of 4 years when I had to travel abroad to finish University. My first job was at MSC Ecuador, and then I started working at TRADINTER. What I like most about this field is that I get to learn something new every day, so I never get bored. Logistics are constantly evolving due to changes linked to technology and world events. I also get to know different kind of people and cultures which makes it interesting.

Customs clearance in Ecuador—is that difficult? Is there any particular rule of thumb you could give our readers when having business with Ecuador?

Custom clearance is difficult in Ecuador due to the bureaucracy that exists in the country but is not a problem any more. Nowadays all paperwork, is virtually handled which makes clearance a faster process.

The rule of thumb when doing business in Ecuador is to make sure you ask your partner about all the required permits and documentation for clearance. Permits must be ready prior to shipment. Shipping the cargo without having all permits ready can cause huge problems, high costs, and sometimes reexportation.

How would it be best for our readers to reach you?

My full contact details are follows: Email: gvasquez@tradinter-ec.com Mobile: 593 987749367 TRADINTER GROUP Av. Carlos Julio Arosemena Km. 3 Urb. Albán Borja Edificio Classic Piso 4 Of. 401 Guayaquil-Ecuador PH: 593 4 2202915 / 593 4 2204092 Ext.106 Web Site: www.tradinter-ec.com

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RORO Shipping Company – Panama

Interview with

Mr. Gabriel Kaklouk CEO

First of all Gabriel, can you tell our readers about the company RSC (RORO Shipping Company)?

When was the company established, who are the owners, and where is your head office/branch offices located?

RORO SHIPPING COMPANY (RSC) was founded in 2022. Our head office is in Uruguay and our administrative office is in Panama.

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Can you elaborate to our readers about your route, schedule, and ports of call?

RSC was created with the intention of offering a multipurpose service (mainly ro-ro) to all the Caribbean islands, using as hub ports: Cristobal (Panamá) and Cartagena (Colombia). Our main ports are; Cartagena, Cristobal, Mariel, Santo Tomas de Castilla, Puerto Cortes, Puerto Limon, Kingston, Puerto Cabello, Willemstad, Oranjestad, Port Spain, Georgetown and Paramaribo. We also connect with ports on the East Coast of South America; Santos, Paranagua, Zarate, Montevideo. We have 2 frequencies per month connecting the above mentioned ports.

Are you able to accept static high/heavy cargoes, and can you provide our readers with examples of project cargoes that you have handled?

Our company has its own MAFIs and Tugmasters, in addition to the 150 ton ramp, which allows us to transport all types of multipurpose cargo, high and heavy cargo, and containers. We have transported important project cargoes to Georgetown and Paramaribo.

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What can you tell our readers about the vessels you have in service?

We want to emphasize that our vessels have a small draft and are extremely versatile, which allows us to reach islands with restrictions. As a result, we are able to take oversized cargoes to Caribbean islands as mentioned above.

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If cargo is arriving from Europe, which port would you say is the best one for transhipment in South America for connecting to your Caribbean service? And the same question goes for the other countries that you service such as Colombia, Panama, etc.? Of course if there is a direct service (such as Grimaldi) from Europe to ECSA (East Coast South America) but countries such as Colombia, Panama I believe are not regularly serviced from Europe.

The best port for transshipment in ECSA is Montevideo Port, while for cargoes to the Caribbean from Europe there are several options: Port Spain, Kingston, Panama, and ultimately the Dominican Republic.

When did you start your career in shipping & logistics, Gabriel?

I started in 1990 in Logistics and in 2010 as an Owner.

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How would it be best for our readers to reach you?

You can reach our Team through the following mails: – commercial@roroshippingco.com (Mr. Nicolás Correa) – internationalbusiness@roroshippingco.com (Mr. Emmanuel Kaklouk) – ceo@roroshippingco.com (Mr. Gabriel Kaklouk) Website: https://www.roroshippingco.com/

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Ultimate Business Logistics (UBL) – Ashdod, Israel

Interview with

Mr. Avi Bochbot CEO

First of all Avi, what can you tell us about the company UBL? When was it inaugurated, who owns it, and where do you have offices currently?

Our company specializes in providing logistics services for commercial cargo businesses in the international delivery sector and uses a ONE STOP SHOP business model. The Group is among the country’s top five leading companies in this field. The company provides a full array of import and export services whether by air or ocean as well as handling customs clearance and logistics.

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We provide project-forwarding services to industrial clients and EPC (Engineering, Procurement and Construction) companies. We serve buyers and suppliers of large industrial goods, heavy and over-dimensional equipment and modules.

As a leader in the international transport market, Ultimate Business Logistics Ltd. maintains a constant focus on both technical and product innovation and remains true to a single core value: the product must be delivered quickly, securely, and on time.

Ultimate Business Logistics Ltd. has four main offices: Head Office in Ashdod next to the port, city of Tel Aviv, Haifa Port, and Ben-Gurion airport.

Our team of experts in this crucial market is made of professionals with many years of experience.

Professionalism, honesty and integrity are the hallmarks of our team, ensuring that our clients’ trust and business is in the best of hands.

Can you elaborate for our viewers about the ports of Israel? Tell us about the main ports used for import/export please.

In Israel there are 6 sea ports : 1. Ashdod port – governmental port and the biggest port in the country, mostly for import.

2. Ashdod Darom (South) port – private port opened in 2022 and currently in a pilot scheme, mainly import.

3. Haifa port – governmental port which was privatized 2 months ago and sold to the Adani Group. Haifa is the 2nd biggest port in the country, mostly for EXPORT. 4. Haifa Hamifratz (Bay) port – private port owned by a Chinese company and currently in a pilot scheme, 140

mainly import.

5. Haifa Shipyard port – private port – especially for breakbulk.

6. Eilat port – located at the southern point of Israel on the Red Sea – private port mainly used for vehicles.

In Israel, there is a big capacity for operations in these 6 modern ports which will increase import/export traffic in the upcoming future.

Furthermore, there is a unique inland transportation process to connect Israel to the Emirates via roads, a new attractive market which should help Israel become a hub for the EMEA region.

Do you have experience in handling project cargoes, and if so, could you give our readers a few examples of cargoes you have handled?

As a matter of fact, UBL is considered the biggest expert in sophisticated logistics projects with proven experience for : • Offshore explorations logistics—such as we have handled for the Oil, Gas & Energy industry (with special rigs such as jack-up ,semi-submersible, ultra-deep), including warehouse, pier operations, shore base, manpower and trading.

• Infrastructure projects—such as Tel-Aviv and Jerusalem light railways including moving wagons, TBM, rails etc. power stations projects, • Charters (ocean and airfreight) for the Defense and governmental industry, etc.

• We have a special service for chemicals, flexi-tanks, and iso-tank operations as a proven choice of the biggest chemicals companies.

• Trading activities—such as local purchase and client sourcing.

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Customs clearance: is that difficult in Israel?

Israel has a very advanced customs system as all records go through EDI, so the customs brokers must all have adequate IT systems.

UBL has invested a lot of resources in its IT systems to be able to provide the best customs services available in the market.

On top of the customs clearance, Israel enforces unique standards of import legality through the Israeli Standards Institute. Shipments which follow the US or European standards must apply for permits and authorizations issued by the Israeli Standards regulations.

There are plenty of customs clearance companies in Israel. However, we employ the top classifier experts in the country (including several classifier speaking English, Spanish, Italian, German, Arabic, Chinese and Russian) and proven knowledge in mechanics, telecommunication, chemicals and physics.

Thanks to our experience, we help our clients qualify for monetary refunds from the Customs Authorities on their shipments as our top classifier and customs broker has served as a long-time expert in many cases.

Do you have a good relationship to ZIM Lines? We know them as a worldwide carrier, and it could be that some of our readers would like to get rates from them. Could this be done via you?

Yes of course; we have an excellent relationship with ZIM Lines management in Israel, and we can support anyone in need for quotation and service with this shipping line.

The President of ZIM, Mr. Glickman and the VP of Global Sales, Mr. Teitelbaum are good friends of the 142

Chairman of our Board, Mr. Krief. We are proud to declare that we and ZIM have worked on successful projects together over the years.

Do you currently belong to any networks, and if so, can you explain why you think it is a good idea?

UBL belongs to the Cross Ocean network. I have found that our mutual cooperation is valuable to share knowledge, ability and projects between the network’s members. For example, we recently succeeded in handling with the network heavy machinery from Germany, Turkey, USA and New Zealand to Israel to benefit all parties.

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Some shipowners nowadays are NOT freight forwarder friendly but rather wish to cut out the “middle man” and try to do it all themselves. Is that also happening in Israel, and what is your stance on this?

It’s true that the shipowners may approach the freight forwarders’ customers and offer them their services directly. The freight forwarders in Israel need to provide excellent, professional solutions and invaluable services in order to stay relevant in this challenging market.

Ultimately, for the last mile of customs clearance and the inland transportation process, the freight forwarders are still the experts to provide this service.

However, the competition pushes us to be better and more customer-oriented, especially for break-bulk and projects where we have a well-known reputation which helps the customers feel comfortable choosing UBL as their logistics provider.

How many years have you been active in shipping & logistics?

I have more than 25 years of experience in the field of shipping & logistics, including being an El-Al (Israeli airline) and DHL executive for many years.

How would it be best for our readers to reach you?

You can reach us by email (avi@ubl.co.il) or mobile (+ 972-547-540054) .Also you can find additional information on our website www.ubl.co.il or LinkedIn (https://www.linkedin.com/company/ublisrael/)

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Masterline Logistics Group – Asunción, Paraguay

Interview with

Mr. Antonio Acosta Business Development Manager

First of all Antonio, please tell our readers about the company Masterline. Where are you present in South America? Who are the owners of Masterline?

Masterline Logistics Group is a family-owned business, founded in 2003 by Mr. Jean Armand Dessenoix and Mrs. Isabel Bedregal. At the moment, our company has a staff of 500 employees, 28 offices in 13 countries in LATAM (Latin America), Bolivia, Paraguay, Uruguay, Chile, Peru, Colombia, Panama, Dominican Republic, Guatemala, Nicaragua, El Salvador, Honduras, and Costa Rica.

Do you have experience in handling project cargoes? Could you perhaps provide our readers with a few examples?

Frankly speaking, we have handled all kinds of projects, and I would say this is one of our main areas of expertise. Air Charter examples range from living animals (lions, horses), time critical items for telecommunications, Maquila companies, and medical supplies during Covid. We have done sea freight charters for ceramics, and ethanol, oil, electric, and lithium plants. We have also handled projects connected with the military, humanitarianism, musical tours, textiles, and concrete. LATAM is our market; we know the people, the culture, and we are proud of it.

South America is a large continent, and since you are present in many countries, we can start with the 145

country where I believe you are located, Paraguay. Are you from Paraguay yourself? Paraguay is a landlocked country. Can you explain to our readers about how project cargoes can be transported to Paraguay?

I’m based in Asuncion, Paraguay, yes. However, I’m the Business Development Manager for all the Masterline offices, so I try to support all of our countries equally.

Regarding Paraguay, it’s true that we are a landlocked country, so when we have a major project, we need to check whether it can be shipped by river (mostly using the Rio de la Plata and Amazonas) or by land from the nearest sea port ( Montevideo, Buenos Aires, Paranagua, Santos, Iquique, Valparaiso, etc.). We are always seeking the most convenient option.

We have major challenges like the river levels, and the geopolitical and economic issues since we depend on our neighbors. However, we always manage to find the best possible solution. In fact, at the moment, we are handling a project through the De la Plata River that includes break bulk shipments, Flat Racks, Open Tops (both IG/OOG) and standard containers.

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The river system in South America seems to be an efficient way to get to inland points on the continent.

Can you tell our readers whether you have experience in this?

Unfortunately, there is an historical debt in infrastructure with regard to land routes, not only in South but also in Central America compared with Europe, North America and Asia. This is due to a history of corruption and bad economic management of our resources. The positive part about this situation is that the private investments have been huge in the past decade in our river barge fleets and private ports as well, so we get competitive offers and solutions. Where you have problems, there are always going to be opportunities, especially in our region.

How many years have you been working in shipping & logistics yourself? What do you like about this field of business?

I have been in our industry from 2006 for the past 17 years, 16 of them in MASTERLINE. I’m a 24/7, extremely passionate person who enjoys the obvious challenges of our industries, the competition, the constant changes, traveling, new cultures, and international relations, but at the end of the day, you are always focusing on the next steps, developing products, services, and solutions, and supporting your client to achieve their main goals.

If you look at the crystal ball concerning business into South America, how would you estimate that the rest of 2023/2024 will look? Any particular countries that stand out?

We are aware that economic deceleration is projected in South and Central America because of the worldwide global picture. However, there are still many opportunities, especially for companies willing to invest in digital technologies: live tracking portals with high efficiency and the transformation from B2B to B2C will have a huge impact as well. Peru, Panama, Colombia, Paraguay, and Uruguay are countries that we believe can have major developments in a short term.

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How is it best for our readers to reach you, and whom should they speak to regarding project cargo in the various countries where you are represented?

I will leave my personal information below for any kind of consultation regarding any country where we are located. We have a pricing box in each country for any type of enquiry as well that I will be happy to share with anyone who needs it.

Email: antonio@masterline-logistics.com.py Website: www.masterline-logistics.com.py

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Featured Video COSCO Shipping MPP Vessel At Port Of Stockholm To Discharge Housing Modules Editor’s Note: Shipping also exists in downtown Stockholm, the beautiful capital city of Sweden. Here is the latest return visit of a COSCO Shipping MPP vessel to discharge housing modules that were loaded in Malaysia for the Swedish market. It is big business indeed as the housing demand is never-ending here. It is a smart way to expedite construction times, building the houses in prefab modules with high quality.

COSCO has been in town and in ports around Sweden almost monthly for the last year…

Special credit to Frontlog, TSA Shipping Agency, COSCO Shipping and of course Ports of Stockholm for allowing me onboard to take this footage.

Featured Photo Editor’s Note: A good friend of mine Mr. Tyler Godoff who used to work at Sinotrans Beijing now lives in Miami. He was kind enough to send me this photo of what you can call a downtown Miami shipping view from a modern day condo. Not the worst view to have with a cold Mojito in hand on a lazy afternoon.

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WEEK #24 – 2023 June 16, 2023

Editorial Dear Readers, It is Thursday the 15th of June, and I have been in recovery mode since arriving back from a week’s trip in Europe.

I attended the Breakbulk Expo in Europe which officially was on from 6-8th of June. Due to this, I arranged to arrive on the 4th of June. For this Rotterdam stay, I again booked the wonderful houseboat that I booked before.

Already on the 4th of June, I began ‘working’. I had dinner with Cosco Specialized Carriers HQ for Europe.

On the 5th of June, I had several meetings on the houseboat, including Deugro who wanted to introduce their soon to be built new and specialized vessels for moving renewable equipment (blades, etc.).Then, on the 6th of June, I hosted a wonderful cocktail party onboard the houseboat with some 40 visitors. Space was as tight as the shipowners had it during Corona, however in my case, no one was offloaded and no one was treated arrogantly ?.

On both 7th & 8th of June, it was the Breakbulk Expo proper with subsequent parties, and I attended the Steinweg party which was a success. I have chosen a few pictures here which you may take a look at.

I flew to Budapest, Hungary on the 9th of June where I was poised to chair the joint www.clcprojects.com & www.cross-ocean.com network meeting with 140 attendants from 75+ countries. Many of them had certainly attended Breakbulk, but many others flew in just to meet network members.

Budapest is a beautiful city, and although Hungary as a country does not belong to the politically correct segment in the EU with woke politicians, it was a pleasure being in Eastern Europe again. In many ways, it seems like the Eastern part of Europe is on the way up whilst the Western part is on the way down. Less crime for sure…

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The conference was a resounding success at the Kempinski Budapest, and the dinner party was held on mv Budapest sailing along the Danube River. See a few photos here.

I decided NOT to have a single glass of wine or a beer during my last week, but I have to admit that it was an impossible promise. When you are in the midst of both a breakbulk expo and a network conference (meeting some 250 people in total all involved in the same business as you have been a part of since 1980) it is impossible to focus on only still or sparkling water. I took refuge in the fact that there is water in beer and that a cold, good quality white wine during a warm day generally keeps you out of the hangover scourge.

However, the lack of sleep was indeed the main problem, and I think I share this with many other visitors.

Meeting so many people in such a short time makes you tired, but it’s more of a mental rather than a physical thing. Finding time to rest the brain is, at least for me, sometimes a problem. We all know what a good night’s sleep does. It is pure and simple; always just what the doctor ordered.

Yet, all said and done, June 4-11 was a fantastic week, and one for the memory bank.

Now I will head to Southeast Asia & Oceania for a month which will include visits to Bangkok, Hong Kong, Kota Kinabalu, Singapore & Perth, so there is indeed no peace for the wicked. Luckily, as I am traveling with one of my sons, the entertainment is thus greatly reduced, and still or sparkling (water…) is back on the menu.

BTW… I have already booked the same houseboat for 20-24 of May, 2024 to attend Breakbulk again. On 21st of May, I will again host the ‘annual cocktail party’ at Wijnkade 2G — the Project Cargo Weekly houseboat.

Contact me for “tickets” ?.

One final note — when I flew back from Budapest to Stockholm, I bought an issue of the Spectator. [ed. note: a weekly British newsmagazine] Inside was a wonderful depiction of the new WOKE society we are living in and which I heard many lament about during my trip. Take a look at this one: WOKE film awards 2023…?

Of course, the world did not only revolve around Rotterdam or Budapest last week, far from it, so I did manage to arrange some interviews which you will find listed here below: 1. LOGIMAR, an Italian freight forwarder also involved with ALN – Africa Logistics Network (and ALNA & EPN) is interviewed below.

2. ARANUI CRUISES runs one of the most spectacular cargo/cruise combined operators in the Pacific, in and around Tahiti & French Polynesia; enjoy their video and you are likely going to book a ticket soon!

3. LAKEWAY LINK is a ‘coming soon’ joint venture between Greencarrier & Wilhelmsen Wallenius; we interviewed them about their new feeder service.

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Our final issue before the summer break in July is coming on the 29th of June. Then we will start publishing again on August 10th.

Until then, we remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

Interviews Logimar SRL – Italy

Interview with

Mr. Marcello Saponaro CEO of Logimar Srl in Italy & Founder of some Freight Forwarder Networks

First of all Marcello, please tell our readers about your personal background in shipping & logistics.

When did you start your career and why are you not in banking or a state-owned Italian conglomerate for example?

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Because my background is the background of my family. My father is still moderately active in our group of companies. He started Tecnofreight, Logimar… and 10 years ago with me, the first Network: Africa Logistics Network.

Your company Logimar, what can you tell our readers about it?

It is part of a group of SMEs owned by my family with some other partners. There are different partners in every company. The group numbers a hundred employees. They are the real value of our group because they have the ability to evolve together (with each other) and together with the companies over the years. More than 10 years ago, Logimar started to focus on project cargo and more recently, on industrial relocation. This was undoubtedly our strength together with the team of Logimar.

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You mentioned your activity in the field of freight forwarding networks, particularly networks with a focus on Africa. What made you decide to establish these networks and what more can you tell our readers about it?

Yes, you are right. With my father, I founded Africa Logistics Network (ALN) in 2015 and later Airfreight Logistics Network for Africa (ALNA). We are having the joint meeting of ALN and ALNA next October in Nairobi. Only two years ago, it was the time with some partners to establish Exclusive Project Network (EPN).

Always, the reason for creating a network was the opportunities for the logistics business we could have.

Every so often, emails promoting networks are received by most of us in worldwide shipping. It is like an avalanche of emails promising the moon. What makes your networks stand out and be different from these other so-called “networks”?

It’s the quality of the networks that make some of them different. To make some more money, we could open the door to any kind of so-called Freight Forwarders with no limits on members per country. You know what it could have meant in Africa and not only in Africa. We decided to select strictly the new members, writing to their agents out of their countries to require references and restricting the number of members (only one per country in EPN).

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Do you find that it is difficult to find members nowadays?

Yes, to find the good ones who are professionals and bring business into the network. This is difficult. The reputations of our ALN, ALNA and EPN members must be very strong and good.

How many members have you currently got in your networks?

We have 220 members in the Africa Logistics Network and 84 of them are in Africa. There are 102 members in the Exclusive Project Network, so that means 102 Countries are covered. There are more than 85 members in ALNA, but this is the youngest network. I’m sure the membership of ALNA will take off with the Nairobi meeting as we are expecting 150 people to attend the event during October 8-11, 2023.

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What do you think that the future of networks will be if you look into your crystal ball? I ask this because it seems evident that some shipowners really wish to eradicate freight forwarders altogether.

Our industry is challenging and changing, changing very quickly. Shipping and forwarding always had this attitude, especially since the last decades of the 20th century. Everybody is expecting – as it’s already in progress – a general simplification of the framework. The giants of the market will get bigger, and yes, shipowners aspire to more and more intrusions into the Freight Forwarders field. To eradicate them? I don’t think it’s possible, but this is the reason Freight Forwarders need to continue to occupy and always extend their presence in the niche markets where professionalism and flexibility are still required. A big carrier will never offer the best solution to one shipper. Only if they have a good customer care department can they probably offer the best solution they have. No more. They can’t offer the service of their competitor carriers. Shippers need a Freight Forwarder to do that.

Where are your offices located? Please, tell our readers how best to reach you?

All our offices and warehouses are in the Bergamo area, the most industrialized area of Italy.

Everybody can reach me via the following phone and emails: Phone: +39 035951468 marcello@africalogisticsnetwork.com marcello@logimar.it sales@logimar.it https://www.logimar.it/en/

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Video Interview: Aranui Cruises – Tahiti, French Polynesia

Romina Wong, Director of cruises at Aranui Cruises, Tahiti, French Polynesia was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Lakeway Link Ltd. – Sweden & Poland

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Interview with

Mr. Fredrik Hermansson Managing Director

I understand Fredrik that Lakeway Link is a newly established company, right? Who is behind this new venture and what is the business idea?

It’s the two companies Wallenius and Greencarrier who stand behind the establishment of Lakeway Link. It’s a joint ownership of 50/50.

The business idea is aimed at reducing heavy traffic by offering extended waterway transport. Lakeway Link will offer more sustainable traffic for Roll-on/Roll-off and High and Heavy between Lake Mälaren and Poland.

The link is expected to reduce the climate footprint compared to traditional trailer transport between the Mälar region and the continent.

There will be weekly transports between the Polish city of Gdynia or Gdansk up to Södertälje and further into lake Mälaren to reach Västerås.

The focus will be on transporting only the trailers and not the truck.

There is a huge focus on sustainability and green nowadays. Some people may almost call it a ‘religious calling’. However in our context of business, in what ways do you feel that your new shipping solution contributes to the word “green”?

It is honorable when two companies like Wallenius and Greencarrier, both with a strong commitment to the environment, join forces to start a new shipping company. Lakeway Link will open the waterway between important logistics points in Europe that previously could not be reached efficiently by sea. This is positive from a sustainability point of view as it reduces emissions, while contributing to more efficient flows and decreased heavy traffic on the roads. The business plan also includes own designed tonnage/ships with the focus on the best possible technology, in order to minimize the environmental footprint.

We are currently doing emission calculations together with an external, independent consultant. So far, the indications are that we will be able to offer a more environmentally-attractive logistics solution, compared to today’s land-based trailer transports. It’s something we’ll come back to when we’ve completed the full environmental analysis, but it looks very promising.

What are the ports of call of Lakeway Link? What type of ships do you have in this service and what kind of transit times are we looking at?

We will traffic Gdynia or Gdansk in Poland. We have not made the final decision on which port we will serve.

We will make the final decision during the summer.

In Sweden, we will first call Södertälje to unload and load before we continue through the locks in Södertälje 160

into Lake Mälaren and then arrive at Västerås before returning down to Poland.

We will design and build our own tonnage which will be adapted to the locks into Mälaren for the best possible degree of utilization. We intend to operate with two ships, which means that we will offer 4 departures per week from each destination.

Transit time to deliver a trailer from Poland to Västerås via Södertälje is about 24 hours.

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Do you accept bookings from anyone and are you also freight-forwarder friendly? I ask this because some shipowners are arrogantly rejecting freight forwarders and instead trying to do it all door-to-door.

We are open to everyone, absolutely including freight forwarders who we see as important customers. We are also open for a dialogue directly with the cargo owners.

Would you be able to take oversized and heavy cargoes as well? This, of course, depends on the type of vessels you have in mind.

We want to support project loads with high and heavy, which will mainly be based on Mafi trailers on board the ship.

Do you work with 3rd party agents in places where you are not yourself established or how do you intend to “market” this new service?

We will work with external partners, but Lakeway Link will take full responsibility for all commercial activities towards customers. Services that will be of external support will not be visible to our customers. Customers will be met by a small, dedicated organization for the best customer service.

Can you tell our readers about your own background in shipping and a little about Greencarrier that you are the managing director of?

Personally, I have been in the shipping industry for many years, and in particular with Greencarrier Group as Managing Director for Greencarrier Liner Agency, which has the agency for Evergreen Line and their operations in the Nordic and Baltic countries.

I have been involved in many different projects even though I have a background as a freight forwarder.

What do you like about shipping?

For me, shipping is part of my personal DNA. I grew up by the sea and have always had the pleasure of getting out on the sea. The potential of the free waterway is fantastic, as well as through all the recreational activities that can be done at sea. We must take care of the ocean as an asset. I want to say that we do that by offering and using green transport corridors at sea.

Personally, I appreciate a trip or a regatta with my sailboat (Dragon) together with some friends on the bay at home on the weekend.

How is it best for our readers to get in touch with you?

We are still in the start-up phase, establishing Lakeway Link Ltd. The website is under construction, and we expect that commercial staff will be on site during the month of September.

Until the new email addresses and website are up and running, I am extremely grateful if potential interested parties contact me at the following address: fredrik.hermansson@greencarrier.com

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Featured Video Onboard Mv Bright Sky In March 2023 Editor’s Note: Whilst being exhausted after attending both Breakbulk Rotterdam, own cocktail parties and networking and joint network conferences it is refreshing to look at this video, shot by me in March when onboard mv Bright Sky of MACS (www.macship.com) as passenger from Leixoes to Walvis Bay…how I want to go back!

Featured Photo Editor’s Note: Had a fantastic week in Rotterdam onboard the houseboat that I stayed at least year, booked for this year (and for 2024). Had a networking cocktail the day of the opening of Breakbulk Rotterdam – after that grand event flew to Budapest to chair the joint network meeting of CLC Projects / Cross Ocean as can be seen…

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WEEK #26 – 2023 June 29, 2023

Editorial Dear Readers, It is Thursday the 29th of June and our last issue before the summer break after which we will start publishing again on the 10th of August.

I am actually sitting in a hotel room in Hong Kong writing this editorial, and for me, it’s a very special thing because this is my favourite Asian city by far. I haven’t visited it since about 3 1/2 years ago mainly due to Corona. Hong Kong was always a crossroads between East and West and thus became the magnet for many businessmen.

I was there during the handover in 1997 with my first ex-wife (from Hong Kong) when the UK handed Hong Kong back to China and rightly so most hoped that the ‘one country, two systems’ would indeed continue. I do believe that at least until recently, it has been kept pretty much so. It seems, however, that there has been a massive brain drain with lots of capable people leaving for overseas living and work, but still I suppose it is early days to call the result on Hong Kong.

For me, the memories here were and are overwhelming. So many nice people over the years since arriving here in 1986 enroute to China. In those days we couldn’t fly direct to China but had to transfer in Hong Kong onto a CAAC flight which I did and then flew into dark and dusty Beijing with everyone in a Mao suit..and what a change since.

I got married at Happy Valley, St. Margaret’s Church just across from the race track, so perhaps that was another race… ? Anyhow, to give you all some ideas about the Hong Kong that I cherish and love, see these pictures compiled from a couple of decades of visiting regularly.

I am leaving for Kota Kinabalu, East Malaysia/Sabah today and then Singapore/Perth and Bangkok where I will have just one more week on vacation before returning to Scandinavia on July 16th. I am traveling with my middle son in tow, and what better way to learn about the facts of life and life’s stress and meeting people 166

than traveling on a schedule that is tight, requires planning, forethought, and no secretary or mum to help you out – at least it is my hope that my 14-year-old will take something from it besides forcing him to look up from his iPhone!

On another note, I had an interesting conversation and link up with a German (Mr. Hans-Dieter Burfiend – see his background here) living in the country of Burundi in Africa. His contact details was given to me by Mr. Herbert Loesing of COLI Schiffahrt in Hamburg. I became interested because of the following video (49 seconds long) that Herbert shared, i.e., the launching of a cargo/passenger vessel on Lake Tanganyika.

It is not everyday that you see a ship’s launching in a “landlocked” lake that is very important for the countries bordering it. It shows that you can live outside Germany (and as indeed can I live outside Scandinavia), but we are creatures of habit. One thing is for sure: better to regret something you did than something you didn’t do. So why not see the world, move out. Perhaps you will find that the bubble of convenience you are living 167

in, thinking you are a global citizen and traveling without seeing anything, can be burst if you really move out. And moving out means NOT living in a compound with your countryfolk, but in fact, daring to live on your own.

I have met so many expats calling themselves ‘global citizens’ but in fact, knowing nothing or next to nothing about the country they live in. Indeed, that goes for some of the Scandinavians living in Thailand that I have met or expats working for major shipping companies abroad. They choose to only mingle in the pub with the same people that they sit in the office with bitching about this and that. Who are we to teach the locals what to do? When in Rome, do like the Romans do. That goes for all, including the ones who wish to call Europe home.

About moving to Europe and people seeking a better, life don’t get me started on the people smugglers’ ‘golden days’ and why has it been like that for 20 or so years ? To me, it is because the EU is afraid of being called non-politically correct or worse. So they are unable to make any hard decisions to stop the “feeder service” running north from Libya and Tunisia. Australia can do it– you don’t see boats capsizing near Australia with death in the hundreds. How incompetent the EU is beggars belief.

With this being the last issue before the summer, we do have an excellent “programme” in store for you if you have the energy to scroll further down.

1. We interview a forward-thinking group called DEUGRO, strong in renewable equipment and building ships and partnerships to serve their customers long term; if you are into green, renewable, and sustainable, you better listen in on this!

2. Shipping is no good without ports. Thus, we then speak to GULFTAINER and their manager at the Port of Khor Fakkan who are keen to develop this efficient port even better. Do look into this interview as well. I visited Khor Fakkan twice: once onboard mv CMA CGM Berlioz disembarking and once onboard CMA CGM Christophe Colomb in transit to Port Kelang. Do remember to take sunscreen and double sunglasses due to the sun and heat!

3. Another efficient port section run by an efficient and longstanding company with a proud history is C. STEINWEG. So we speak to them as well, focusing on their Terminal 6 in Rotterdam.

4. Interview with a competent fair and expo organiser called EASYFAIRS, headquartered in Belgium and responsible for the renowned and upcoming ANTWERP XL 28-30 November!

Don’t forget when lazing in the summer that you can listen to interviews or read them in our mobile app totally for free.

Until the 10th of August, I remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: Deugro Denmark

Hans Henrik Groen, Branch Manager & Managing Director of deugro, Denmark interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: Gulftainer, U.A.E.

Simon Aynsley, Chief Sales Officer (CSO) at Gulftainer interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Video Interview: C. Steinweg – Rotterdam, Netherlands

Neil Fletcher, Head of Stevedoring at C. Steinweg Handelsveem Terminal, Rotterdam, Netherlands interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: Easyfairs / AntwerpXL

Margaret Dunn, Portfolio Director at Easyfairs/Antwerp XL interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Featured Video Arriving Lisbon By Air Including A View Of The Container Terminal Editor’s Note: Flew from Amsterdam to Lisbon and it was a fantastic day for flying see the footage here from landing in Lisbon where we passed over pretty much downtown including the container terminal.

Featured Photo Editor’s Note: Some special vessels indeed seen during a harbour tour in Rotterdam during Breakbulk Expo.

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WEEK #32 – 2023 August 10, 2023

Editorial Dear Readers, Today it is Thursday the 10th of August, and it is our first issue after the long summer holiday.

To be frank, it has been great to be “off” the grid to an extent regarding the newsletter for a month, but it doesn’t mean that I have been lazing in the sun or keeping myself idle. Far from it!

For me, shipping is a life career. I really like it, particularly doing the networking together with the fact of having a holiday. So I spent almost 5 weeks in Asia— roughly 17 days in Thailand and the rest split up with meeting potential interviewees, carriers, freight forwarders, etc. in Bangkok, Hong Kong, Kota Kinabalu, Singapore, Fremantle and Dubai. As the saying goes: “No peace for the wicked”.

It was my first visit to South East Asia since the pandemic, and I particularly looked forward to visiting my favourite Asian city, Hong Kong. Although it was a bit subdued and just out of the Corona woodwork, the hope is that the buzz will get back in town. The other destinations were pretty much as I recall them—nice, friendly, excellent food, and kind of like being home.

The last couple of weeks were spent in Denmark, but also here I combined business visits in Copenhagen and Aarhus with running around with family. Both there and in Asia, 1 or 2 of my kids were always in tow to the meetings. Thank god for iPhones and the internet. The kid(s) who accompanied me would soon have been bored to death listening to the old man blabbing away.

Still another 2 weeks to go before school starts. Here in Sweden, kids are off school starting on June 13 and return on Aug 21st. I can sense a real struggle for many parents, in particular towards the end. The holiday is simply too long. I am not a teacher, but a combination of Western and Asian education techniques with a mix of discipline and freedom sounds ideal to me. From my perspective knowing both Asia and Sweden, I feel that both are extremes in their own way, and I am sure you know what I mean.

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I noticed an interesting posting on LinkedIn recently: “Hottest summer ever! Oh it’s climate change. Most rainy season in decades! Oh it’s climate change Driest period ever recorded! Oh it’s climate change.”

I am not an expert, but I do have a feeling that there are many earning their living from “climate change” either as doomsday sayers or similar. Therefore, to get another opinion that is not politically correct, sustainable or green, I started to read this book called FALSE ALARM. The author is Danish, and I am looking forward to hearing what my countryman has to say. His first comment in the book is “WE LIVE IN AN AGE OF FEAR”…. and that may indeed be so.

Now let us also deal with the war in the Ukraine and ensuring people have food to eat. That would be a start, climate change or not. More on this later after I have read the book. There should be ample time for it as I am departing for Chile, South America via Malta and Qatar on 21st of August, God and climate change willing.

On the shipping front, I must admit that I am a bit behind on the latest news except for noticing that rates have plummeted which I also mentioned before, and that most container shipowners are again finally hungry, MPP owners less so currently, and RORO owners not at all starving. I noticed also that COSCO placed an order for some 24 or so RORO ships to enter service soon—no doubt to service their mega export of EV worldwide, particularly to new markets. One question only for the EV craze: how to get the minerals out to make the batteries and do we have a system in place for reuse of both them and wind turbines? Here we REALLY need a circular economy. Today, the Swedish government announced that they plan to build 10 nuclear power plants, something that was unthinkable before. The key to everything is energy, so let us see how we go about getting it.

I travel a lot by ship as a passenger. My next trip, if all goes well, will take place at the end of FEBRUARY 2024 with CPC/Coli Shipping from Turkey to Japan. However, I will have my own cabin, and I will NOT be sitting on the rudder as these Nigerian stowaways did for 14 days thinking they would be arriving in Europe (they got to Brazil instead). What an incredible and true story. See the news story here (or below).

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On the economic front, lots has been said about the real estate crunch coming in China, and if it really does, it will have global repercussions. This video from CNA insider sheds some light on it, but I think we all know that some values are pumped up in many countries only to be deflated at a later stage. Let us see at least now for those who have cash in the bank there should be some interest to be earned, although I am not sure if it even covers inflation. Probably not so status quo.

On the shipping front, even though it is summer time in most places including Europe where I am, I managed to get some nice interviews.

1. Harren Group: The company with brands such as Intermarine, SAL, Combi Lift is interviewed here, and you will no doubt find it interesting. They seem very proactive, forward and thinking ahead also with an environmental perspective which never hurts!

2. Liburnia Group, Croatia: A well-known and respected project cargo-oriented shipping, chartering, and now also oversized trucking outfit with their own assets tells us their updated story.

3. CCL, Kuala Lumpur, Malaysia: This is a strong South East Asian forwarder active on a global scale; their Malaysian manager tells us their story.

So back in gear again and until we meet again on Aug 24th, I remain, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

Interviews Video Interview: Harren Group / Combi Lift Project Logistics

Michael Dahoe, Managing Director Combi Lift Project Logistics Benelux BV and Marc Höhne, Sr. VP Strategy & Corporate Development at Combi Lift + Commercial Director at SAL Engineering Interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Video Interview: Liburnia Group

Tomislav Bagaric, Group BDM at Liburnia Group interviewed by Bo H. Drewsen, Editor in Chief at PCW.

CCL (Pacific) Sdn. Bhd – Malaysia

Interview with

Ms. Belina Goh Director

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First of all Belina, what can you tell our readers about CCL? Is CCL an abbreviation, and if so, an abbreviation of what? When was the company established and who are the owners?

“CCL” is an abbreviation, and we are fondly called & well-remembered as CCL by our clients and vendors.

We were founded in 2009 and “CCL” was initially an abbreviation for CHINA CONTAINER LINE, a highly regarded & ranked privately owned Chinese NVOCC with its head office in Shanghai. We were established as an equal joint venture between Malaysian interests with CHINA CONTAINER LINE and adopted the name.

CHINA CONTAINER LINE was merged by LF Logistics in 2013. The Malaysia operations opted not to be merged, and shareholders acquired all shares of our Chinese partner. It was decided after this acquisition to rename our company to be CONSORTIUM CONTAINER LINE. Our market sphere had come to be known us as CCL, and the change of name allowed us to keep this established & easy to remember abbreviation CCL. Aside from me, our main and majority Malaysian shareholder is Mr. Dennis Dwee, and in April 2023 , Ms. Susanne Tan was appointed to be one of the directors as well.

CCL has established offices at 3 main locations in Malaysia, namely Penang , Port Klang (Head Office), Johor Bahru.

Do you have experience in handling project cargoes to/from Malaysia? Could you provide our readers with some examples of cargoes you have transported?

Project handling has been one of our services offering focus for many years. A number of my colleagues came from this segment of logistics services enriching us with their professional expertise & experience in handling large and small projects.

Through the years, we have handled relocation of whole factories from woodworking to television panels, palm oil refineries, heavy lift and oversized machines & parts, Oil & Gas sector structures, mining equipment, helicopters & aircrafts and all types of out-of-gauge cargoes.

Our job scope has involved everything from dismantling to rebuilding, door-to-door and port-to-port, freight arrangements, and end-to-end supervision, including transport to shipping.

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Malaysia is a big country, and generally for those who don’t know it, covers a vast geographical area.

Do you also handle transports to East Malaysia? How about deliveries to some of the main islands? Is this possible via CCL? You are absolutely right that Malaysia is a big country. We are unique in that we have two regions. The Peninsular Malaysia which is generally also known as West Malaysia and East Malaysia, consisting of the states of Sabah & Sarawak. As an interesting geographical fact, East Malaysia has a larger land mass than Peninsular Malaysia. The state Sarawak is the larger of the two and is almost the size of the entire Peninsular Malaysia.

East Malaysia is on the Island of Kalimantan and borders Indonesia. Indonesia Kalimantan is primed for development with the planned new administrative capital, NUSANTARA, in the province of East Kalimantan.

This will potentially lead to development of our East Malaysian states.

Naturally, the Peninsular Malaysia is the more developed between the 2 regions specially for transport infrastructure such as road, rail, ports, etc. Therefore, being large states, regional transport and logistics poses unique challenges. Among the projects we have handled are relocation of a complete log timber & plywood mill from TAWAU Sabah to Peninsular Malaysia and delivery of a complete bulk & bag loading system for 178

Sabah Ammonia & Urea Refinery (SAMUR) at SIPITANG Sabah. Experiences gained from these & other projects in East Malaysia, and with established relationships with ports & terminals and vendors in this region, we are confident to support any projects into and out of there.

Is customs clearance a problem? Where is customs clearance taking place normally—at the first entrance port, at the airport, or at the final destination?

We hold our very own customs license. Hence, it is not an issue to perform the formalities as this allows us to have direct access to the authorities if any export or import shipments face any challenges. Clearance can be performed at the seaport /airport for both export & import arrangement.

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Have you seen in Malaysia, too, that some of the shipping lines want to be freight forwarders? Do you think they will succeed in cutting out the forwarders?

Thanks for this interesting question. Shipping lines establishing freight forwarding units or acquiring established freight forwarders to move into this segment is not unique only to Malaysia. They have been doing so for some years on a global or regional scale, or in a specific country. I think the results can at best be deemed as mixed thus far for the lines that moved in this direction. Though container shipping and freight forwarding are integral components of the whole transport supply chain, within each are distinctly different competencies, philosophies, & business approaches that are required in order to succeed. While both segments of freight forwarders & carriers must work closely and cooperatively, within there are conflicting interests as well.

It is not as easy to dominate the transport supply chain despite the resources of carriers. We have yet to see any significant inroad made by carriers’ freight forwarding in our market space.

Do you currently belong to any overseas networks and if so what is the reason for it?

We currently belong to the following networks: GLA NETWORK SEAJET NETWORK MARITIME STANDARD/CENTROLENE PBLA CROSS OCEAN Our reason is that CCL believes business can be secured by joining networks although at times there is not an immediate result. Apart from this, other reasons are to do the groundwork to promote our company brand name and very importantly to allow our team to be exposed to dealing with companies abroad either virtually or in person. We are also able to keep ourselves abreast of what is happening to the industry in various countries and the customers’ ever changing requirements. We are very new to project networks and excited to be exposed to projects the rest of the members have handled.

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How is the economic and political situation in Malaysia, is it stable and do you foresee many investments this year in your country?

Since Malaysia became an independent nation in 1957, we had only one coalition forming successive administrations over 12 general elections and ruling until 2018. This changed in 2018 when the opposition led by popular former Prime Minister, Tun Dr. Mahathir, ousted the dominant ruling government. However this administration lasted only 20 months due to infighting & power struggles among the patchwork coalition parties.

A new coalition of remnants from the victors of 2018 usurped power to form a government & install a new prime minister in early 2020. And by mid-2021, another new Prime Minister was sworn in as a consequence of a coup within the coalition. Malaysia was neck-to-neck with Britain in the Prime Minister merry go round at that time. A general election was called last year and we now have another new administration & Prime Minister, Mr. Anwar Ibrahim.

Malaysians are hopeful to return to political stability under this new government. Economically, Malaysia has recovered well from the Covid years. We registered strong GDP growth of 5.6% in 2022, and economists are predicting growth of over 4.0% for 2023. We are a resource-rich nation and rank within the world’s top 25 trading nations and one of the top 5 in ASEAN. Slowing global trade & an uncertain economic outlook for the remainder of 2023 has impacted our GDP expansion forecast.

Malaysia was ranked as high as 12th globally by The World Bank for ease of doing business in 2020. This and other factors such as natural resources, geographical location, multi racial & cultural diversity, educated workforce and many others, attracts strong FDI interest into Malaysia. Our Prime Minister announced a projected investment of Malaysian Ringgit 170 Billion (4.65 to USD) after a recent successful state visit to China. Despite less than a stellar global economic outlook, Malaysia remains a very attractive nation for foreign investors.

What is the best way to reach you?

Please feel free to use the following contact information as required: Belina Goh T | +603 3344 5816 M | +6012 3725338 WeChat | belinagoh E | belina.goh@ccl-group.com.my & project.my@ccl-group.com.my Susanne Tan (Head of Projects Business Unit) M | +6016 2320982 E | susanne.tan@ccl-group.com.my & project.my@ccl-group.com.my 181

Featured Video Sailing Into Durban Onboard Vessel Mv Bright Sky Editor’s Note: Arriving into Durban a few months ago onboard www.macship.com vessel mv Bright Sky I had not only the weather gods with me but also a fantastic entry into the port passing alongside many different kinds of vessels in this VIP port for South Africa. Another reason is that last time I arrived there by ship was 55 years earlier, in 1968…. enjoy footage here.

Featured Photo Editor’s Note: Megalift Delivers Cargo For An Air Separation Unit (ASU) Project In Malaysia.

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WEEK #34 – 2023 August 25, 2023

Editorial Dear Readers, Today is the 25th of August and we are back with Project Cargo Weekly. This week also marked the first school day after the 2 1/2 months long summer holidays for the kids and I am expressing a sigh of relief along with many other parents no doubt that their offspring finally has to get back into the routine. Calculating how many school days the kids actually have taking into consideration the summer holidays, winter break (1 week), Xmas break (3 weeks), Spring break 1 week, Easter…it does amount to quite some time off. I am not a teacher but I do feel that the summer break is simply too long. I still managed to travel to Asia for a month together with them so of course it has upsides as well.

This summer I also had a colonoscopy under a screening program which they have here in Stockholm for people of a certain age and I have to admit that I marvel at what the doctors can do, what they can check and to see one’s intestines on a monitor whilst the doctor is checking for cancerous items was indeed a first for me. I was close to chicken out and told myself numerous times hey you are fine, you don’t need it, but then in the end I found my backbone for once and went through it. Uncomfortable to say the least but the relief after and that you have been checked and found to be in working order was palpable. At the end of the day rich or poor we only got one health and there is no wealth that we can bring along with us on our final journey so best spend it, be happy and make someone happy whilst we are around. What is the point having ex wives or family members arguing about “dead things”, your estate and feathering the lawyers already too comfortable nest ?

Nature, also this summer, has shown us that we are NOTHING compared to nature and we had better respect nature in all respects, whilst storms and disasters do happen with regularity it does seem that we have entered a period of adverse weather conditions as a new “normal”. Seeing this footage from Beijing (and neighbouring province of Hebei) where I lived from 1991-1996 originally, and again 2008-2012 was indeed an eye opener.

Shipping-wise I have kept myself rather busy my philosophy is either you are IN or you are OUT. I am not the “modern day dad” who can unplug completely certainly not if you are the owner, or majority partner in 184

a company you cannot be both an employee and an owner at the same time. Make a choice and go for it… and my respect goes out to those worldwide who try their best to establish a new business, and who are not paid in spades, are rewarded with huge parachutes when they f…. up the business as we have seen in many international companies or even government entities. The only time I do unplug is when I travel by ship as a passenger on a cargo ship mind you – thus as mentioned before the next one is booked for departure end of February / early March from either Leixoes or Gemlik to Japan in an owner’s cabin.

I am currently in Qatar writing this editorial and tomorrow I shall be departing on a very long haul flight to São Paulo, Brazil and Santiago, Chile where I haven’t been for 20 years give or take. 15hr35 Qatar to Sao Paolo and then 4hr25 to Santiago including 5 hrs waiting in GRU – so yes brought books, sleeping pills and downloaded some series from Netflix to my S23ultra… I may even have time to write letters to all of my ex wives so thankfully the flight is long….

I managed to do quite a few interviews and thus I am happy to tell you what is in store today: 1. The Danish company DTK Air & Sea, strong in European-wide trucking and now also project cargoes worldwide is featured.

2. The UK company ALS Worldwide with a smart move by opening an office in Somaliland – of all places – is here.

3. From the archives, an interview with SAL Heavy Lift in Hamburg, a provider of very specialized heavylift tonnage.

I do provide you with shipping news, trade intelligence and both featured picture and video of the week as well as wise words.

Don’t forget to look me up at Booth M35, belonging to Atlas Heavy at Breakbulk Americas in Houston on 26-28 September.

I remain, until the 7th of September with best regards, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: DTK Air & Sea – Denmark

Interviewees: Niels Bierbum, Business Development Manager/Project Forwarding at DTK Air & Sea Thomas Broch-Lips, Transport Manager at DTK Air & Sea Søren Kusk Mikkelsen, CEO at DTK East A/S and DTK Air & Sea A/S

Video Interview: ALS Worldwide – Somaliland

Ian Harris, Regional Business Development Director at ALS Worldwide Group interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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SAL Heavy Lift – Germany

Interview with

Mr. Jürgen Kuntz Senior Manager, Head Of Africa Chartering Desk First of all Mr. Kuntz tell our readers a bit about your own shipping background. I recall that I met you several years ago in China. How did you get into shipping in the first place and tell us a bit about your career leading up to your current position with SAL? That must have been in the early 2000’s when I was in Shanghai to open the first office for SAL in Asia. I recall that very well, we later extended our presence with an office in Beijing. Due to my family background, I joined SAL as a trainee in the mid 90’s. After completion of the apprenticeship and my military service in the German Navy, I worked in the chartering department in Steinkirchen, from where SAL originated.

MV Anne Sofie – Yampi Sound Ichthys McDermott – Handover to installation vessel 187

The China venture was an idea of my boss at the time, and being young and ambitious I took on the challenge.

We became the first foreign heavy lift shipping company to open an office in China. After heading the China offices of SAL for 10 years, I decided to look for new challenges and did work for another shipping company building up their Shanghai organisation. After spending almost 15 years in China my wife and I decided to return to Europe and since January 2016 I have been back with SAL in Hamburg, first as head of Asia Chartering and now as the head of Africa Chartering.

MV Lone in Ha Long Bay loading Damen Tugs Tell us about your new service featuring Africa. Does it mean a regular “liner service” or does it mean that you will cover most of this vast continent? Will it be done from European base ports or from Asia or where? There is a big interest in Africa as the last “promising market” in the world, so your answer will surely interest our readers.

Our new Africa service is an extension of our existing Far East – Europe services, we call it SEMI LINER service. It is regular, but it does not feature fixed base ports or a schedule you would find with liner services. We aim to do 1 – 2 sailings per month from Europe and Asia. Asia will be a possible combination with shipments into the Middle East. We do see quite a number of interesting jobs in this region and our presence is much more visible in the recent months’ prompting us to promote our services.

MV Lone handling a container crane in Kaohsiung 188

Tell us a bit about the type of ships that SAL employ in the service. I believe you can call many smaller ports with your type of ships? Are your ships also heavily geared?

The ships we are using right now are featuring heavy lift gear between 550-900 ts combined capacity. Those ships indeed have the capability to enter small out of the way ports with a shallow draft. However, our 176 and 183 class with 1400 – 2000 ts lifting capacity can be made available too. It all depends on the cargoes and projects we can secure. SAL also has semi-submersible and roro capabilities which can be available on request and according to the nature of the cargo.

MV Lone handling a container crane in Kaohsiung Do you accept containers onboard? How about dangerous cargoes?

Yes our ships are container fitted and we do accept soc’s – there is a trend also in project shipping that clients are consolidating break bulk into containers.

SAL does IMO. Give us some examples of some projects you have handled recently into Africa.

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Wiebke – Ulsan / Lagos, reactors for a Fertilizer plant Who owns SAL today?

We are owned by Harren & Partner Group, a Bremen based ship management company active in several trades such as tankers, container feeders etc.

Do you have any newbuilding plans or any plans to join forces with other h/l carriers? We noticed in the market that other h/l carriers have either merged or joined forces in a kind of attempt to be stronger together.

There are certainly ideas on the table, but so far nothing has been decided – We recently created a pool with RollDock for Ro/Flo/Semisub capabilities and provide support to each other.

If some of our readers would like to know more, to receive your sailing schedule etc., who should they get in touch with?

Our overseas offices and agencies are looking forward to receiving inquiries – contact details can be found on www.sal-heavylift.com Customers may also contact me directly at juergen.kuntz@sal-heavylift.com or alternatively my colleague Paul Okpurughre at paul.okpurughre@sal-heavylift.com Interviewee: Mr. Jürgen Kuntz Senior Manager, Head of Africa Chartering Desk juergen.kuntz@sal-heavylift.com SAL Heavy Lift GmbH www.sal-heavylift.com

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Featured Video SSS – Sustainable Shipping Stockholm Editor’s Note: A minibulker on the way from downtown Hammarby Sjostad to turn and return to the inner lakes with the aim of either loading or discharging bulk items etc.

Featured Photo Editor’s Note: Lesser known shipowner ZIM of Israel but still a major player on selected trade routes provided us with a great picture of mv ZIM Sammy Ofer here in the Panama Canal… let us hope it doesn’t get stranded due to low water levels…

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Wise Words

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WEEK #36 – 2023 September 7, 2023

Editorial Dear Readers, It is Thursday the 7th of September, and I am currently writing to you from Santiago, Chile. I joined a regional conference of clcprojects.com & cross-ocean.com network for Latin America here in Chile.

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I say again as I have done endlessly over the years: no amount of phone calls, Zoom meetings, Teams chats , Tik Tok videos, or ‘ding dong’ (or whatever it is all called) apps can replace the real thing of meeting people face to face, shaking their hands and seeing their body language close up. And thank God for that because it means that fake people will often be called out, and that good sales and clever marketing people will come to the fore ….as they should be.

The conference went well, and besides logistics talks, I also asked a lot about the current situation socially and politically in some of the countries. For some, such as Argentina, it is indeed a sad story. Inflation of 100+ %; a poverty rate of 50%; and so on—hard to believe with such a rich country as Argentina. I saw it also when I lived in Indonesia. Suharto and his cronies were called Mr. 20% because they took a minimum of that on anything relating to Indonesia and God only knows the amount of funds these greedies have stashed away in accounts worldwide. Corruption and incompetence is indeed the scourge of many countries nowadays, so no wonder that uprisings will take place with regularity. See this interesting video aired a couple of years ago regarding corruption.

One of the speakers Volans told an interesting story, and they seem to be the only regular line calling at fixed ports in Northern Europe with South America and the West Coast. I knew about CCNI before, but it was only after my visit to Breakbulk Rotterdam that I got a tip about Volans. This just goes to show that you never know it all even if you might think you do.

Speaking of which, when I travel around the world, sometimes I bump into people (also logistics people) who never say: “Hey, I didn’t know that”. As the saying goes: “none are so blind as those just will NOT see”.

Humble and not arrogant are key in logistics and elsewhere, and you never know it all. If you think you do, then it’s time to retire.

The shipping front is scary at the moment — lots of blank sailings, not enough cargo in the market, and I heard from a source of mine that there was a rate in the market of USD 5! I repeat USD 5 for a 40′ continent EU to the Far East. So when this carrier offered USD 250, they were told that they were USD 245 too high.. incredible indeed. Compare that to Corona rates of USD 10,000 or similar. As mentioned before, most owners DO have a buffer, so feeling sorry for them is not right either. Someone said that when the shipowner invites you for lunch then you know that they have time and attention for you again… ?

Friday I shall be visiting Valparaiso. I will be sending some footage back to my old man who is still around and with whom I discussed last that he was in Valpo (as they call it here in Chile) sailing to/from during 19571958. I am eager to do so before he departs this world ,and although we have formally said farewell and see you in a better place, I do what I can to revive his memory bank. The bank that you know is more important than any other bank in the world….and unlike normal banks this is open 24/7 ?.

Interview-wise, today we do have some interesting ones in store: 1. Clover Group –headquartered in the UK – we interview their US office; they are strong in both aerospace and defense logistics 2. UPF Group, Mozambique – a relative newcomer (shipowner-related) but with an interesting concept of marketing; focusing on a lot of various African countries relating to oil/gas/mining etc.

3. Clemenger/Bertling – a new joint venture in Australia to focus on the “lucky country”, and logistics there tells us a compelling and interesting story.

Until the 21st of September, I remain Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: Clover Trade & Logistics – Baltimore, Maryland, USA

Mr. Vernon Tydings, Vice President and Ms. Marisa Echevarria, Business Development Manager at Clover Trade & Logistics Inc., interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: UPF Group – Maputo, Mozambique

Thomas Vestergaard, CEO and Founding Partner – UPF Group interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Clemenger Bertling Projects – Perth, Western Australia

Interview with

Mr. Chris Nicholson General Manager

Could you elaborate for our viewers about your own background in shipping & logistics? When did you start your career?

I started my career back in the early 1980’s, well before the telex machine and the internet, back in the day when you had “Dock Runners” and messenger boys. I worked for an NVOCC in Manchester, UK in the operations department where the B/Lading banding machine was your best friend.

Loadout & Barge Shipment of Columns, Vessels & Reactors It has escaped no one interested in logistics that you have made a jv [joint venture] with Bertling. Tell us 197

about your plan for this interesting joint venture, including which logistics markets you are particularly interested in.

Yes, we have recently entered into our JV agreement with Bertling. This was a natural progression for our project division as we have been Berting’s Australian agent for many years. Also, being a former Bertling employee, we shared very similar synergies.

We have recently seen the development of many new and interesting opportunities up throughout Asia & Oceania. Ideally, we have set up the JV to focus our efforts in the major energy industry sectors (Oil & Gas / Mining & Construction / Power Generation / Renewables / Petrochemicals and to assist valued clients with end-to-end Project Management.

Loadout & Barge Shipment of Divided Wall Tower We are also now able to offer the transportation of extra-large/over dimensional/heavy-lift cargoes, including heavy-lift engineering and technical & commercial consulting.

Another main area of expertise is our ability now to offer an all-round logistics solution, tailor-made to our varying clients needs & requirements, as well as our in-house customs advisory division where we can assist Australian importers with advice on duties / tariff concessions and free trade agreements.

The JV combines Bertling’s global logistics strengths and Clemenger’s local transport know-how and onshore services and resources.

Flexible Lay System to Indonesia Can you tell us about some of the projects you have handled before and give us some examples (pictures, videos, etc.) so that our viewers will know that it is an experienced team in Clemenger Bertling?

Over time, we have handled many projects in Australia, especially within the Mining Sector. As an example, 198

we handled the whole logistics scope for the Tropicana Gold Mine, Hope Downs, Marandoo and various part scopes for many EPCM clients in the West Australian region. We have also been responsible for the logistics scope for many client project requirements, ex: Australia to Gold projects in West Africa and beyond.

Three Large Modules Shipped on the Yangtze In addition to this, we have also worked closely with various Oil & Gas clients with their logistics requirements into the Eastern states. Each of these industries provide various challenges requiring solution-driven thinking.

Full Charter Shipments From Spain to Kazakhstan Can you tell us about your office location(s) and headcount? Also, on an international scale, will you have further offices established?

In Australia, we have offices in each major city as well as Auckland, with around 95 employees Australia-wide. Our JV now joins us with Berting’s many global offices and valued employees. I think that gives us enough coverage at this stage.

Massive Substation Modules From Indonesia via Russian Rivers to Kazakhstan Many freight forwarders nowadays call themselves ‘project cargo specialists’. What sets you apart from them?

Bertling have always been known as a “Global Project Logistics Provider” and their approach has not changed 199

over time, we as the JV aim to follow in that concept and concentrate our efforts with our joint ability to execute complex, large-scale projects for clients on an “end to end” basis, this in reality is why we developed out Joint Venture.

Huge Steam Boiler From Italy via Volga Don to Kazakhstan How do you view the fact that some shipowners, most notably Maersk in recent months, have clearly made their policy official that they are going after the middle man and the projects of the middle man, i.e., the freight forwarder, now also the project freight forwarder?

I guess it is a simple answer really. Shipowners, especially bulk vessel owners are starting to realise the importance of the Project Forwarder to the Project Owner and the fact that such business relies on the Forwarder for much more than just the shipping component from their respective businesses. I guess a lot of our business is becoming a “one stop shop”, encompassing all facets of moving shipments on an end-to-end basis.

750te of Cargo From Italy via Volga Don All the Way to Kazakhstan Australia is a bit late entering the renewable energy game such as wind power, etc. Is that a market that the new joint venture will have a focus on as well?

Absolutely – as a group we do have experience in this sector with other Bertling offices, so we would be ready to take on such challenges that are presented within Australia.

Special Lifting/securing Designs for Massive Slug Catcher to Kazakhstan

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Looking at the crystal ball and post Covid19, how do you view the rest of the year and 2024 in terms of market? Do you feel that shipowners are now more hungry than before during Covid19?

Covid 19 had a significant impact on global trade and shipping patterns. In fairness, it proved a very strange time for many industries, our own included, and I really don’t think that anybody knew what the future was going to hold. One thing was certain though: shipowners certainly had a major advantage in terms of decisions to reduce port calls and vessel rotations and at the same time, increase rates almost tenfold.

Substation & Remote Instrument Enclosure Modules, UK – Kazakhstan With regards to the rest of this year and beyond, it’s worth noting that the shipping industry has historically experienced periods of both expansion and consolidation, driven by various factors, including market conditions, competition, and strategic goals of individual companies. The extent to which shipowners are “hungry” for growth or expansion can depend on their specific circumstances and objectives.

Over 5,000 Te of Cargoes Shipped by Barge via Volga Don River to Kazakhstan You have been in shipping and logistics for many years. Why? Guess I didn’t make it as a Footballer!! But yes, involved for many years. It is the ever-changing landscape and challenge of international trade that somehow keeps you under “the hook” – but in all seriousness, I can’t think of many other diverse businesses to be involved in … as well, of course, meeting many interesting people over time.

How would it be best for our readers to get in touch with you?

You can call / email me or even engage via Linkedin.Mobile : +61 428 881 236 Phone : +61 8 9412 4206 Email : chris.nicholson@cb-projects.com.au Web : www.bertling.com/australia

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Featured Video Departing Maputo Onboard Mv Bright Sky As Passenger Editor’s Note: Whilst a passenger onboard mv Bright Sky of www.macship.com I spent a lot of time walking on deck wind/weather allowing – like here seen with footage taken just after leaving Maputo for Durban end of March this year. I miss the freedom of the high seas…

Featured Photo Editor’s Note: Five ships under the agency of Ian Taylor in the port of San Antonio, Chile simultaneously with containers, liquids in bulk and cars.

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Wise Words

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WEEK #38 – 2023 September 21, 2023

Editorial Dear Readers, It is Thursday the 21st of September, 2023, and I am back again this time writing my editorial from the port city of San Antonio, Chile.

I was supposed to travel by cargo ship to Antofagasta courtesy of bbc-chartering.com as they were having a vessel coming from China via Chilean ports passing close by Santiago to discharge and then to Puerto Angamos / Antofagasta. However, I got word from home that mum was rushed to the ER (Emergency Room) due to breathing difficulties. Since she is 80 and father 86 with only me left, I had to visit the vessel briefly, take some pictures, say hello to the captain, and then return to Santiago where I am now booked on the first direct flight via Paris to Billund / Denmark.

Life can indeed change in an instant. I always remind myself to live life to the fullest and never miss a moment. Somehow, this very fact was confirmed.

Thank God for a solid personal network that enabled me remotely to arrange to have my father looked after and attended to in case of need. It is in such moments you will find out WHO are your friends and IF they remember the help they once received from you…☺.

I started to read a book called “Ports of Call”. It is a very interesting one giving the history of the Danish Seamen’s Mission in ports around the world. Of course, communication ways have vastly improved with the ability to even call home on the high seas using WhatsApp and what not… plus sending emails, etc. So, shall we say “less hardship”.

Nonetheless, loneliness onboard often lurks close to the surface. I’m sure you can relate to this sentiment: when you long for something and finally attain it, suddenly, you start yearning for something else.

Sometimes we need to grab hold of ourselves, shake our own tree and think: Am I living the life I want OR am 204

I living like someone else prefers that I do? Or am I afraid to take a major step because what would the family or “friends” say? You are responsible to make sure that the life you have been given is used to the fullest and if you cannot look after that and yourself, then you also cannot take care of others. This does not mean being arrogant or selfish, but it does mean that instead of blaming others or the society for your own misfortune, you have a responsibility to hang in there because there are always many who are worse off than you and a few who always will be better off!

Income inequality is a dangerous situation and that, coupled with persistent corruption, is a scourge in many countries. The EU parliament had its share recently. Perhaps the large salary and pension was not enough for the inbreds that were arrested with hundreds of thousands of euros hidden in a baby crib (see here). How ridiculous are you allowed to be?

The EU parliament is a Mickey Mouse gravy train where some second-rate politicians feather their nests without much in the way of cleaning up, let alone prison sentences coming down on them. Immigration and an inability to deal with the influx of thousands coming towards Europe is another case in point. Had we followed Australia’s precedent from years ago, thousands could have been spared a tragic drowning fate in the Mediterranean. Can you imagine the EU president or an EU representative standing UP and making a statement like Australia did in their “No way! You will not make Australia home” video from nearly 10 years ago?

Why are we unable to make any kind of hard decisions?

Don’t get me wrong: we need to help and assist where we can, but it doesn’t mean destroying our own way of life to be seen as politically correct, woke, compliant, etc. From where I am sitting right now in Latin America, there is certainly also a lot to be done. Only let us not always think that we can teach others! We may start by cleaning up our own stables before we comment on others!

Yet, what you are reading PCW for is certainly not my personal political observations (which as I age become more and more stubborn ☺) but rather I hope for the interesting interviews we always seem to have an abundance of: 1. We visit the beautiful country of Suriname first. A former Dutch colony, I am told the nature, food, and friendliness of the people is next to none. We hear from the newly established local logistics company Caerus Logistics, Paramaribo!

2. Visiting Latin America also got me in touch with the Spanish headquartered company called TIBA. Being part of the Romeu Group, they have got a big presence not only in LATAM but also worldwide. We speak to their office in Madrid!

3. The romantic city of Venice also comes to mind when we have our final interview of this week, i.e., Baggio Group in Italy. They tell an interesting story!

With best regards, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: Caerus Logistics – Suriname

Ayan Jhinkoe, CEO at Caerus Logistics – Wanica, Suriname was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

TIBA Group – Madrid, Spain

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Interview with

Mr. Ignacio Leira Projects Global Vertical Manager

First of all Ignacio, can you tell our readers a little about the history and background of TIBA Group?

Does the name TIBA have a meaning or is it an abbreviation?

TIBA is part of the ROMEU Group, a family-owned company (4th and even 5th generation) founded in 1860.

The ROMEU Group started in the Ship Agency business. Within its strategy of diversification, the ROMEU Group founded TIBA in 1975 to cover the Freight Forwarding business.

TIBA is present in 4 continents and has more than 50 offices and 1400 employees around the World.

TIBA’s name has an interesting origin. When the ROMEU Group had the idea to expand to the business, they requested a telex line under the company “Cargas y Estibas SA”. The answerback code received by the telephone company was “TIBA”, so this was the start of our name.

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You have a worldwide presence. Where do you currently run TIBA offices?

TIBA’s headquarters is based in Spain. Our management aimed to be the Spanish forwarder with more presence in LATAM. We currently have our own offices in: Spain & Portugal China Angola & Cape Verde and Mozambique Argentina Chile Colombia The Dominican Republic Ecuador El Salvador Guatemala Mexico Panama Peru

Breakbulk Shipment of Mining Machinery TIBA Projects Spain / TIBA Projects Chile Does TIBA have experience in handling project and oversized cargoes?

Yes, TIBA has its own Project Cargo Department, specialized in handling Project and OOG cargo worldwide.

We can handle anything from small spot shipments to large turnkey projects in any country of the world.

Being a Spanish headquartered company, I take it that you have a big interest in Latin America.

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This is correct; We have a very strong set up in Latin America. Our first office in LATAM was opened in Mexico back in 1997. Since then, TIBA has been growing in this key region, not only to give support to all the Spanish clients that have expanded to this market, but also to attend to local clients in each country.

4 Breakbulk and Container Shipments of Rail Tracks and Concrete Sleepers TIBA Projects Spain / TIBA Projects Mexico What are the main problems currently for project shipping and logistics in your view? Do you see as a problem the fact that some of the shipowners wish to CUT out the freight forwarders from the supply chain?

Freight forwarders are necessary in the supply chain as well as shipowners. We have different roles, but we need to work together. In my opinion, the market needs to equilibrate after these last years of imbalance, so shipowners can optimize their ships and clients can get rate stability to forecast costs for long term projects.

Our main challenges are to overcome a global scenario affected by international conflicts, plus the downward trend in consumption and inflation.

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Jorge Chavez Airport Expansion Lima, Perú TIBA Projects Perú / TIBA Projects Spain In your opinion, what is the main strength of TIBA group?

TIBA is a family-owned company (5th generation). In addition, we are financially stable and well diversified. TIBA has very strong sales and operations teams with high knowledge of the industry. Our company is results-oriented with the aim of customer service excellence. Management & decisions makers are always accessible.

TIBA is always looking to market evolutions and tendencies to offer new solutions. Digitalization is one of the pillars of our strategy.

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How did you personally get into a career in shipping & logistics? What do you like about it?

My father was a Merchant Marine captain and my eldest brother is a shipbroker, so in my house, I have always listened to stories related to ships and shipping. I decided to study International Trade, and I did an internship in a Ship Agency. I liked the experience and decided to focus my professional career in the logistics field. I have worked as a Ship Agent, in Logistics Departments, and now as a Freight Forwarder, so I have a very good view of the complete supply chain.

It is a very dynamic industry in which you always learn new things, and you can see the results of your job.

You work in an international environment, and get to know many people, as well as different cultures and countries.

Breakbulk Shipment of 6 Spare Blades for Wind Turbines TIBA Projects Argentina / TIBA Projects Spain How is it best for our readers to get in touch with the TIBA Group and whom should they speak to in the relevant countries?

Please note our contact details below: Mexico: lcardenas@tibagroup.com – Luis Cardenas crgama@tibagroup.com – Cristian Gama Colombia: tibaproject-co@tibagroup.com – Ximena Quintero Chile: tibaproject-cl@tibagroup.com – Leonel Calderon Spain Project Division: tibapojectses@tibagroup.com Iberia Project Manager: gpuerta@tibagroup.com – Gonzalo Puerta FAK Cargo Sea Freight: sea-networkpricing-es@tibagroup.com Air freight: air-networkpricing-es@tibagroup.com P&N Manager Spain: fremon@tibagroup.com – Fernando Remon Canary Island Pricing: pricingcanaryislands@tibagroup.com – Laurence Corporate Network Department: Willy Boers – wboers@tibagroup.com Maria Jose Bort – mbort@tibagroup.com www.tibagroup.com 211

Baggio Group – Baggio Srl Italy

Interview with

Mr. Giovanni Baggio Managing Partner First and foremost Giovanni, could you elaborate a bit on the history of the Baggio Company. Who are the owners?

The Company originated 3 generations ago in the Northeast region of Italy, Veneto, and the Baggio family has been in the cargo transportation business since before the Second World War. Starting from simple local road transport trucking services, the company has through the years of the Italian Industrial Economic boom developed into a reliable project freight forwarding organization with deep knowledge for Project Cargo Transportation services in North Africa (Libya and Algeria) and Middle East Countries (UAE, Saudi Arabia, Kuwait, Iraq, Iran). In the last decade, we have been developing a very strong presence also in the Americas (namely the United States, Brazil and Peru). Also, a strong network of agents in most countries around the world enables us to arrange and coordinate cargo movements from anywhere to anywhere on a door-to-door basis.

We also have a fully-owned sister company (TB Port Srl) which specializes and operates multiple trucks and mult-iaxle trailers for moving rail cars and industrial heavy lift cargoes up to 150 metric tons from Italian factories to port and vice versa. This is all based in a 25.000 sq. meter yard with covered area, 2 km from Porto Marghera which we use as well for cargo storage/transhipment and container stuffing services.

The group of companies is today fully privately owned by Giovanni & Gherardo Baggio, Pedro Arruda, Bruno Moreira and continues to keep the structure and dynamism of a family company with quick decisions and fast actions. We have our own offices in 5 different countries and employ a workforce of 60 people throughout our offices.

I understand from earlier correspondence that you are very active in Brazil. It is a huge market but also has many competitors. Tell our readers why, in your opinion, you are a good choice to speak to when dealing with Brazil.

Well, after beginning my professional career in Baggio in 2004, I left Italy in 2007 to work in Germany and then Brazil for the late Beluga Shipping Company. Then in 2011, I opened the “Brazilian Branch” of the Bag212

gio Company. Due to my shipping & chartering background, we were firstly operating as pure competitive brokers in the local market by serving shippers and freight forwarders as well as the other Baggio Offices for chartering vessels in their daily operations. Then in 2014, Pedro Arruda joined the company, bringing a large local “know how and know who” expertise in the Project Freight Forwarding segment, bringing the freight forwarding core business to the company also in this area of the world. The new venture rapidly had immense success. Today, in Brazil we have an organization with 20 people with shipping & freight forwarding active operations with the main Brazilian EPCs and large Industrial players in most segments such as Oil & Gas, Mining, Renewable Energy and Civil Infrastructure.

I noticed from your website that you have offices in Algeria as well as the US among others. I take it that Algeria is a strong market for oil and gas for you and that you carry many movements from the US. Is that correct?

Yes, Baggio has been present in Algeria for over 20 years, having performed numerous Oil & Gas and Civil Infrastructure projects consisting in cargo delivery from port to remote areas of the country. In recent years we have been busy moving Oil & Gas equipment (including large quantities of pipes) for the Ain Tsila and Tinrhert Gas Extraction / Refining projects.

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As a project freight forwarder, you are depending I guess on shipowners, etc. Do you think that some shipowners’ policy of offering ALSO freight forwarding services will be successful? I mean, after all, they compete in this case directly with you right?

I think that the added value of a project freight forwarder with a strong shipping & chartering experience as cargo/vessel operator will always be very important and appreciated by many cargo-controlling companies, especially if the transport consists in door-to-door multimodal logistics. A reliable “middle man” can always find a more competitive edge when there is good shipping market knowledge. Plus most of the time, we also give financial backup to our clients who cannot pay the freight and detentions to the carriers quickly due to internal company procedures. In today’s environment with rising interest rates, I think this will be another added value in favour of the logistics operators. Carriers have very high daily running costs and also are extremely busy fixing their vessels as best as possible. Therefore, they have less time to dedicate to very demanding clients that have limited experience in the Terms & Conditions and Risks related to chartering a vessel directly.

We assist our clients every step of the way and take a lot of risks on our shoulders, too.

So yes, sometimes we face direct competition from the carriers, but it does not bother us at all because most clients do see a lot of added value of having us in between. Most of the time, even the carriers prefer to have us taking care of the relationship with our customers, because we speak the same shipping language.

Did Covid19 impact your business or do you feel a slump now after the Corona pandemic?

Surely, the first 6 to 8 months after the pandemic were full of huge uncertainty and negativeness, like for everybody. However, as we did not have a big overhead of expenses, we kept all our people and continued working relentlessly.

Once the world switched back on with unprecedented support from the central banks, we also benefited from the biggest shipping boom in recent history. We were very quick to move, and purchased and leased thousands of SOC Containers to assist some large companies completely stranded with their supply chains and unable to 214

get space with the container carriers. So we moved them on General Cargo / Heavylift Vessels from China to Brazil and USA to Brazil, Argentina, and North Europe tradelanes. We chartered more than 50 vessels ranging from 10.000 to 50.000 dwt [deadweight] full and complete basis. We literally worked almost 20 hours per day for months.

What are the main problems you feel you face in today’s freight forwarding world and in your field?

The main problem is always how to expand the commercial outreach and maintain the same quality of work and high level of performance of our services.

The key fundamental difference consists in having a skilled and knowledgeable, hard-working team of people.

Green transition, renewable energy, etc. is coming now big time. I notice that you have experience in this field as well. Please tell our readers more.

The Pandemic brought us into this sector actually where we loaded thousands of containers filled with solar panels and also trackers (their supporting frames) shipped loose on multipurpose vessels.

It’s a sector in which we surely want to do more in view of the global trend in this.

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Who would be the right person to contact at Baggio in case the cargo is moving into or out of Brazil/ Algeria/Saudi Arabia?

So, we are divided as follows and the main partners of the company follow specific areas: Pedro and Bruno are responsible for the Americas region.

Giovanni handles Europe and Africa and is also responsible for the Global Vessel Chartering Activities.

Gherardo is the contact for the Middle East and Asia Regions.

What does your crystal ball tell you about the 2024 market?

In today’s tough geopolitical situation anything can happen, but surely an environment with ballooning government debts (especially in the western countries), high inflation and rising interest rates from the central banks will not be a good catalyst to economic health and growth, but the market always adapts…for good or for bad.

But as long as there is human consumption, cargo will always be there to be moved, so we are really looking forward to continuing to innovate and consolidate our company in the Project Cargo Transportation Segment.

Thanks a lot to all readers for taking their time in reading this interview, really appreciated!

Can you give our readers contact information when they want to be in touch?

My contact information is: Giovanni Baggio Mobile: +39 3665772057 Email: giovanni.baggio@baggio.it For more contact info, please go to our website page.

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Featured Video Valparaiso Chile – Pilot Boat Tour – September 8th, 2023 Editor’s Note: As a tribute to my father who was in Valparaiso 1957-1958 regularly on a vessel chartered to Lauritzen I took a pilot tour boat trip around Valparaiso. It is 20 years ago since i was here so indeed lots of memories but decades apart. Enjoy this short video footage from the tour on a beautiful day at the Pacific Ocean…

Featured Photo Editor’s Note: After 20 years since I was last there I visited Valparaiso and I stayed at a great hotel called WINEBOX VALPARAISO solely made up of 2nd hand NYK containers. Very impressive just see the reception desk! Nice also to have taken a long walk by the beach and looking over towards the Pacific – impressive.

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Wise Words

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WEEK #40 – 2023 October 5, 20231

Editorial Dear Readers, It is Thursday the 5th of October, and I am back with an editorial here for you.

I am writing this editorial from my hometown of Grenaa, Denmark where I arrived some 14 days ago abruptly due to mum’s deteriorating health. I am however happy to say that she is now back home after some days in the ICU and then in normal care.

One thing, however, that is certain is that she/they cannot go on living as before. In other words, looking after themselves pretty much with the occasional assistance . I am trying to push them to accept a care home [nursing home] which has 24/7 service. Although they have a lot of help from the fabulous local home care service (part of the public system here and for which taxes are paid of course) my view is as stated.

But that is the thing when people are getting older and gradually losing their faculties and memory. Then we children, or in my case child as the only one left, need to step in. Let us see what happens.

It has, however, been a learning experience for me as well – and in my mum’s own words…”difficult to get old – never tried it before”. Yes, humor and jokes do become a lifesaver, and we need again and again and yet again to be reminded to live our life when we have it, treasure every moment, go for the dream that you always had whilst you still can, decide. Don’t linger, wait, stall or delay some dreams and don’t stay in a relationship if you are not happy. Better to regret something you did than something you didn’t do. Live your life to the full. Remember: the cemetery is full of indispensable people, many of whom perhaps burnt themselves out or worked themselves into an early death as “the company could not go on without me”…..etc.

I am departing for Stockholm tomorrow. After an absence of 6 weeks, I will be happy to see my kids again.

Although I have also, as you read this email, just got through a hand operation for something called “Dupuytren’s contracture” which, particularly on my right hand, means that I cannot stretch the fingers out. My body now tells me that it is time for an operation, and I should stall no longer. A simple enough procedure I am told, 219

but then again, there is always a risk with invasive surgery, isn’t there?

Due to the above, I missed out on both Breakbulk Houston and a visit to New York 29/9-1/10) where I had a lunch planned with my oldest son. But it seems that somehow I was in luck as parts of the Big Apple were inundated with hundreds of millimeters of rain, particularly JFK according to what I have seen on the news.

Of course, the news always exaggerates and makes you believe that the whole city is flooded which, of course, was not the case.

I saw the same kind of Fox style of reporting when I lived in Lombok, Indonesia and there were riots in Jakarta against the corrupt dictator Suharto and his extended family of cronies. The news reports said “Indonesia or Jakarta on fire” which, of course, was a scary headline aiming to “sell more”, attract more viewers. Therefore, all news outlets should be read and watched with a certain amount of skepticism, OR read different news publications and get a different angle on things. No one has the monopoly on truth, particularly not some overpaid journalists who seldom venture out into the real world. Still, freedom of the press is sacrosanct, and we need to fight for it as it is not a given fact in many places around the world, as you know.

Before I revert to what we have in store for you today, I would like to voice support from PCW to this initiative by a bunch of colleagues and friends from the renowned Swire Projects whereby they support seafarers worldwide. I am all for that. I believe to this day that without the seafarer being willing to leave his family, world trade would stop pure and simple….and taking them for granted is not an option. Treating them well is the choice of being a responsible owner. You may say that this team is on a “high”. In this case, not the usual one but a rather exhausting one climbing Mt Kilimanjaro.

On the shipping front today, we have 3 interesting interviews in store: 1. DHL perhaps best known as a worldwide courier company, has however increasingly set it sights on project and industrial related cargoes worldwide. A true behemoth in international transportation by all means. We speak to a couple of their capable Scandinavian-based representatives.

2. ISS-GF is a very rapidly expanding outfit based in Dubai, UAE with a strong back, and they are active virtually all over the place. Here is the latest from their branch in Vietnam. You might find both the interview and the country most interesting. Vietnam and its people, as far as I can recall, conquered all who came to bother them so… they are tough.

3. Port Authority of Suriname is our final interviewee of this week and represents a country that is not always in the news. Still it would seem to be a place to be now due to not only oil and gas finds but also because of nature and the jungle…

Wishing you a good time until we meet again. For me, that means writing to you again on Thursday the 19th of October… hopefully with a healed-up right hand…

With best regards, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews DHL Industrial Projects

Interview with

Ms. Carina Hall, Head of Industrial Projects (IP) at DHL, Denmark &

Ms. Josefin Ahlgren-Spolander, Head of Industrial Projects (IP) at DHL, Finland & Sweden

For starters ladies, could you elaborate on the history of DHL which to the naked eye is known globally as a courier and express company but perhaps less as a specialist in industrial project cargo movements?

Carina: The business unit DHL Express has been at the top of the market for courier shipments for many years. It is Express who comes to your door with your packages, so I understand why this is our most recognizable service to people. However DHL is a very large company with 5 different divisions, so we are way more than just a courier company ☺. Our largest division is DHL Global Forwarding, Freight (which Industrial Projects is part of). The official Industrial Projects organization within DHL was established in 2006, and we have been very focused on expanding both our geographical locations and our sector presence.

Josefin: Today we have dedicated project teams in more than 50 offices globally and are starting to be more 221

active in promoting our capabilities and project services…like doing interviews for instance ☺.

DHL is a global company and you have global reach. How do you go about working together if you have projects with sourcing from many different countries?

Carina: The priority is the customer’s needs. That is a foundation in our company culture, so it is natural for us to involve our colleagues from other countries and jointly work on the projects. We need to utilize each other’s local expertise, and thankfully, being connected is not difficult these days. Often, we will have a control tower function towards the customer, so they experience one point of contact, but behind the scenes, we are working as one team, globally.

Josefin: As Carina said, the network is the key to making a project a success, and we are very lucky to have skilled and knowledgeable colleagues around the world.

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How do you view the fact that some shipowners work with intent to cut out the freight forwarder from the supply chain? Will they be successful, and how do you counter the shipowners influence—after all, they do own tonnage in some cases?

Carina: If they operate the needed trade and have the space, they can set their own price if they want and also do that against DHL. This is, of course, a problem if they are the sole operator. As a project forwarder, however, we usually need to play a broader game, and we approach customer interaction differently than most major shipowners. I believe our customers need, and will continue to need, both sides of the industry.

Josefin: Our customers need a partner who can always get them the best market rates regardless of one fleet’s capacity. They need someone who can provide several different solutions without having the objective to optimize their own capacity usage. In most cases, the forwarder still represents the broadest and most independent of solutions, and I believe several companies have found forwarders to be more reliable with regard to standing by their promises in recent years. That being said, I believe there is a place for both of us. In the long run, asset owners will not maximize their profits without the forwarder, and before anything else, they are a business. So I think we will need each other going forward, as we always have.

Why should a customer be using the services of DHL IP? Carina: Firstly, for safety reasons. Industrial Projects are over 4 years LTI-free (lost time injury). Secondly, for the combination of specific project experts around the world and our global weight as DHL. The red and yellow logo does hold some benefit when we look at all our global activities, and we bring that back to our customers. It becomes a full service package, including the specific expertise needed for project execution.

Josefin: We have a great team of around 700 dedicated project forwarders around the world who are always up for the challenge of finding a solution to whatever our customers bring us. Safety first of course ☺.

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Globally, what is the headcount of DHL IP and in how many countries is IP active? Where is the global HQ of DHL IP? Josefine: The global HQ is in the UK with global functions like HSE and engineering mainly in the UK, DE, and UAE. To-date, we are close to 700 specialists with dedicated IP offices in around 50 countries, and we continue to evaluate the needs for further dedicated locations.

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Do you always cover project cargo shipments with your own bill of lading or is it case by case?

Carina: It can be case by case. However most of our customers expect DHL to take the full responsibility, and therefore, we mostly do our own bills.

Are you free to work with 3rd-party agents in countries, for example, where DHL is not present with IP themselves? In other words, you have freedom to focus on what is best for the project in question, right?

Carina: The priority remains the customer’s needs. We work with external parties in areas where that may be necessary.

Josefin: We do choose our partners very carefully and require them to be approved vendors by DHL. This ensures DHL quality all the way for the customer.

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What do you like about shipping & logistics, and could both of you elaborate on what made you choose this career path?

Carina: I like the creativity of project logistics and the responsibility. Things become interesting when they require out of the box thinking and moving big items is just fun ☺. A forwarder herself, my sister once advised me to “give forwarding a try” when I didn’t know what I wanted to do. Several years later, here I am. The career path for a forwarder can lead in many directions, which is also why I don’t think I will leave the industry.

Josefin: I started working in shipping in my late teens, and when finishing up my university studies, I met a certain Mr Drewsen in Finland who convinced me that project logistics was the only sensible choice … and on that path I am still and not regretting a single second of it, even if it might require some level of madness to keep enjoying it ☺.

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How would it be best for our readers to get in touch with you in Helsinki & Copenhagen?

Carina: carina.hall@dhl.com +45 25233128 Josefin: josefin.ahlgren-spolander@dhl.com Finland: +358 41 5019179 & Sweden: +46 (0)70 246 7301 https://www.dhl.com/

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ISS Global Forwarding – HCMC, Vietnam

Interview with

Mr. An Hoang General Manager

First of all, can you tell us about the history and background of ISS GF in Vietnam? ISS GF belongs to a strong organization I believe.

First of all, thank you for giving me the opportunity to join the interview with Project Cargo Weekly.

ISS Global Forwarding was founded in Dubai in 2018 and was powered by The Investment Corporation of Dubai (ICD). We are a rapidly-growing, leading global forwarding company, with strength in emerging markets. Present across the globe in all continents, we have developed an excellent reputation for delivering creative logistics solutions to companies of all sizes.

We want to build on our current recognition to become your chosen partner for companies seeking comprehensive supply chain solutions.

In Vietnam, ISS Global Forwarding (ISSGF) commenced operations in October 2020 with our head office in Ho Chi Minh City. ISSGF Vietnam offers services in Project Cargo, Heavy Lift & Break Bulk cargoes, General and Containerized shipments – Ocean Freight, Air Freight, Road Transport, Customs Clearance, and Insurance in both Exports and Imports.

Vietnam is a big and growing market. What is your main logistics focus in ISS GF, Vietnam? Are you able, for example, to handle project cargo and oversized units?

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As a global freight forwarding company, ISS GF Vietnam can offer a portfolio with a wide range of services: Air-Sea Freight/ Project Cargo/ Road Freight and Customs Brokerage Services.

Like no other global & local competitors in Vietnam, ISS Global Forwarding focuses on different and potential markets such as India, Africa, and the Middle East, where we are growing very fast.

We (ISS GF Vietnam) have been handling many projects such as Solar power, Plant equipment moving, Machinery, Transformers, Yachts-Catamarans.

Vietnam is a country with a long coastline. What ports are mainly used for project cargoes and which ports would you recommend our readers to use (if they have a choice)?

With the coastline around 3,444 km (2,140 mi), Vietnam has a huge advantage in seaport operation. We have 17 main container seaports in north, south and central areas which are possible for project cargo. The most important and strategic ports are CMIT (South) and Hai Phong (North).

In my opinion, CMIT should be the most competitive & the best supportive for project cargo due to its modern port operating equipment, ability to receive large tonnage, and general cargo ships with experienced operation workforces.

ISS Vietnam has successfully handled many OOG shipments/packages from this strategic port to the US & EUROPE. Is customs clearance in Vietnam difficult? Do you have any rules of thumb or good suggestions for readers if and when they have shipments for Vietnam in order to clear customs without delays?

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I believe that each country has its own regulations for import and export goods and Vietnam is no exception.

From my experiences, we need to comply with the following conditions to make sure our Customs process can go smoothly: Be aware of the types of goods imported into or exported out of the country that require a license.

Prepare all documents, invoices and documents related to the shipment and follow the declaration steps according to regulations.

Goods have paid taxes and fees in accordance with the provisions of law.

Finally, you need an experienced company like ISS GF to advise and handle arising problems quickly. It will help to save time and cost.

Which shipping lines do you feel offer the best service in Vietnam to freight forwarders like you?

This is a difficult question, I think. For me, each shipping company has certain strengths for certain routes.

Depending on the specific needs of each project, ISS GF will have a plan to use the appropriate shipping lines to bring the best service to customers.

There are many freight forwarders in Vietnam. What makes you the best choice in your opinion?

As introduced above, the factors that make ISS GF different in the Vietnamese market will be: We belong to a strong organization with a presence across the globe in all continents and continuously expand231

ing, especially emerging markets.

Every member of our team, from senior management to our operations staff, is committed to utilizing their intuition, skills, and expertise to deliver the best results for our customers. This is why we are always “easy to do business with”, a mantra we hold true in everything we do.

Please let our readers know how best to get in touch with you.

I am available via phone/whatsapp on +84 945 501 710 or email an.hoang@iss-gf.com.

If any of your members are traveling through Vietnam, they are more than welcome to visit our offices to meet our teams and tour our operations.

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Havenbeheer – Paramaribo, Suriname

Interview with

Mr. Reza Karg Manager Corporate Affairs

First of all, what can you tell our readers about the ports of Suriname? How many are there? What is the major port for import & export, and what are the restrictions of the piers lengthwise?How about the drought?

The Suriname Port Management Company manages the Dr. Jules Sedney port of Paramaribo. This is the main port in the country. The company also manages the Port in Nieuw Nickerie that is mostly used by the agricultural sector.

Dr. Jules Sedney port of Paramaribo The Dr. Jules Sedney port of Paramaribo is located on the left bank of the Suriname River, 21 nautical miles from the light buoy. It covers about 18 ha in surface area and there is construction of an additional 2 ha in progress.

The main terminal has 600m of river-facing common user quay and an extension of 60m is in progress. The draft is 7m at Low Water Spring. The terminal handles about 50 percent of Suriname’s seaborne trade by volume. The terminal is served by some 19 international carriers and offers direct connections to different parts of the world through main liner services. Yearly, the terminal handles 100.000 TEU’s on average. In addition, the port handles between 200.000 and 300.000 T breakbulk per year.

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There’s also a dedicated Oil jetty that can accommodate vessels with an overall length of up to 140m. On average, this terminal handles between 113.000 and 164.000 MT of liquid bulk per year.

We also have a Support Facility that’s ready for use. The berth has a length of 115m with a middle quay section that can bear 10 Ton/m2 and the rest can bear 5 Ton/m2. The draft alongside is about 6.05 m. The adjacent paved area is about 0.8 ha in size. Allowable load 10 Ton/m2.

Nieuw Nickerie port The Existing Port in Nieuw Nickerie has a length of ,a width of 23.8 m, and a draft of 4.5 m at LWS Allowable load 5Tn/m2.

Port of Nickerie The Port of Nickerie, being a Deep Water Port and Special Economic Zone, is in design at this very moment.

The blueprint will be finished around December of this year. The area in which this port will be built is about 3.707 acres in size.

So we have three terminals in Paramaribo and one in Nickerie that are open for business.

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Which lines normally call your port for international trade?

The main shipping lines that call on the port are: ECL/Vertraco, Seatrade, CMA CGM, MSC, Caribbean Feeder Service, Hapag Lloyd, Zim Line, Sealand (Maersk), Intermarine, Hoegh Autoliners, Eukor Car Carriers, Caribbean Line, Tropical Shipping, Seaboard Marine, Crowley, King Ocean, Evergreen, Hamburg Sud and COSCO. Most of our readers do NOT know Suriname. Is it an independent country? Was it a colony before, and if so, when did the country achieve its independence?

Suriname is a sovereign country with a democratically-chosen government. The country gained its independence from the Netherlands on November 25, 1975.

Your country is located between Guyana and French Guyana and also borders the huge country of Brazil. Is there a lot of trade between Suriname and the neighbours? Is transhipment and inland transportation possible between Paramaribo and the Guyana’s and Brazil?

At this moment, there is transshipment between Suriname and its neighboring countries. Very much so, in fact, so that the capacity of the ferry service in the east of the country is being upgraded to make it possible for more containers and passengers to cross with the ferry. There are a number of containers moving from Suriname to French Guyana and we get a lot of tourists from French Guiana into our country.

There is also transshipment from our district in the west to our neighboring country Guyana.

We receive cargo from Brazil through schooners, but once the Deep Water Port and Special Economic Zone are built, we expect growth in business from Suriname to the central north of Brazil either by Short Sea Shipment or in the future, perhaps by road and rail.

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Which countries are currently the main trading partners of your country?

We get our cargo mainly from the USA and from Europe, whilst commercial cargo from China also comes to Suriname. The ports from which the liners could bring cargo in as well are: Guadeloupe, Martinique, Trinidad, Guyana, Kingstown, Caucido, Barbados, Manzanillo, Cartagena, and Santa Marta.

How do you go about doing marketing for the Port of Paramaribo?

We have a Corporate Strategy and Commercial Services Department, and we also have an Interdepartmental Commission on Concession and Investment Policy. Both of these organizations engage with stakeholders and potential stakeholders to gather facts and figures, but also to get a feel of what the needs are of the customers (importers and exporters), the Shipping lines, and the Shipping agents as well as the Terminal Operators.

Do you have heavy lift cranes and the possibility to handle oversized and bulky cargoes in port? What kind of shore crane capacity do you have in Paramaribo?

Since we are a Landlord Port, we have two major Terminal Operators with equipment to handle cargo. This equipment consists of: Harbor cranes: 2 Liebherr MHC (84T and 124 T). 3 Gottwald MHC (100T), 3 Rubber tired gantry cranes (45 T), 7 Reach stackers, 5 Empty handlers, 21 Terminal trailers, 20 Forklifts.

How do you view the rest of this year and expectations for your port in 2024?

In addition to business as usual, which means that we’re headed for a peak season with the end of the year in sight, we are also very eager to begin the development of the Deep Water Port and Special Economic Zone in the West. We are aiming to get the final master plan at the end of November after which the Environmental study will be finished, so that construction can start in the first quarter of 2024.

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How would it be best for our readers to get in touch with you?

N.V. Havenbeheer Suriname Suriname Port Management Company Havenlaan Zuid #5, POBox 2307 Paramaribo, Suriname Tel: +597 404044/404068/403625/404641 Email: smeport@havenbeheer.sr www.havenbeheer.com 237

Featured Video My 19 Hour Journey By Air From Santiago, Chile To Billund, Denmark Editor’s Note: Being unable to join Breakbulk Houston due to family illness I flew back in one long stretch from Santiago to Billund, Denmark. Made a short video of this which shows that one day here the next day there… never ceases to impress how quickly you can move if needed.

Featured Photo Editor’s Note: Two weeks ago I was on deck in Port of San Antonio, Chile and now I am in Grenaa, Denmark. This view shows clearly how an unobstructed deck space looks like, this time on mv BBC Ukraine. Although not a bigger vessel in the worldwide MPP fleet the deck is still impressive and ideal for breakbulk cargo.

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WEEK #42 – 2023 October 17, 2023

Editorial Dear Readers, It is Thursday the 19th of October, and Project Cargo Week 42 edition editorial is here.

As I referred to last time, I had my right hand operated on for Dupuytren’s contracture. I got the stitches removed yesterday, so now the focus is on training up the hand again. It means, of course, that I am unable to do any kind of kitchen work for the next 6 months, and naturally I got a doctors certificate to prove it… ☺ Joke aside, my hand operation pales in comparison to what other hardships people around the world are facing. Besides the everyday hardships of many, we now also have seen an atrocious terrorist attack on Israel with the expected counter attack. In both instances, civilians bear the consequences in full. Human beings are indeed able to destroy more than build. As for media coverage, it is a daily fight to get objective and unbiased reports from “either side”, so whom to trust remains to be seen.

One thing that does make me wonder: given the continual amount of humanitarian aid provided not only by countries in Scandinavia but also in the EU, one would have thought that the area would have been more developed in terms of infrastructure, etc. by now. The fear is that as is so often with “humanitarian aid”, funds partly disappear enroute to the rightful receivers, keeping a lot of people in business and in admin.

The do-gooders also have a lot to answer for in the Mediterranean where more often than not, they partly feed the people smugglers who just have to send the rickety boats across the territorial boundary in the ocean…

Again an issue on which the EU president Useless von der Leyen lamented recently in Lampedusa that the EU will decide who comes to the EU and who doesn’t. Strangely enough, almost to the day in October 2013 (in other words 10 years ago), the president back then (Barroso) and commissioner for refugees (Swedish Ms. Malmström) spoke similar words wringing hands… words indeed but words without action are futile as we all know! Just click and read this article from 10 years ago… nothing has changed.

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The phrase ‘paper tiger’ comes to mind, doesn’t it?

Freight rates are lower than ever in the container market, and it seems that some of the newbuildings are placed straight into anchorage after delivery. However, as we commented before, some of the owners can afford it. It was rumored that MSC alone made some 60 billion USD in profit during the heydays of Corona, so they for one will be able to take some lay-ups I should think.

However, “good on ya” as the Australians say. I recall how MSC started with second hand ships. They grew from nowhere and are today a behemoth and the largest in the world. Well done indeed for a family-run company. It shows that professional apparatchiks are not better than family-run businesses provided, of course, that the following generations keep the “genes” for business.

As for the MPP sector, I am told that some renewable projects are deferred due to high interests and perhaps finally a wake up call to discuss GREEN for what it is (without the hype and hysteria) and ensure that even GREEN has to be viable. Regarding the hysteria in developing EV i.e., electrical vehicles, here too it seems that we are in need of a proper discussion on the metals and minerals that must be harvested in order to produce these batteries. With particularly Chinese companies around the world looking for lithium in Chile and Argentina, you may expect havoc and disaster on the environment, much the same as where the Chinese fishing fleets go about their business. They leave nothing behind let alone nothing for the locals….so we can only hope that regulators worldwide have the balls to stand up to the lure of cash infusions or “big investments” which often turn out less than the rosy promises.

Before I return to our interviews of the week, one thing that actually saddened me was that I was unable to attend the GALLIMARKT in Leer. This is a yearly event where shipping people meet and greet in Germany, of course with lots of partying, etc. going on. I was invited by the EMS-FEHN group in Germany but due to medical issues with myself and parents, I was unable to attend. Here is a bit about a recent event the EMSFEHN Group held.

Now finally to what we have in store for you today. We offer 3 exclusive interviews consisting of: 1. DMI GLOBAL PROJECT LOGISTICS IN CHILE, very strong in the mining industry logistics 2. CENTRIMEX IN FRANCE, a versatile and service-minded French forwarder 3. GULF AGENCY IN SPAIN, highlighting their operations also in GIBRALTAR Until Nov 2nd, I remain With best regards, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews DMI Project Global Logistics Ltda – Calama, Chile

Interview with

Ms. Catalina Orias Barrera Manager Customer & Operation

First and foremost, can you tell our readers about the history of DMI Projects and can you explain to our readers about the name DMI? How did you come by this name?

DMI was created by the founder of Michea Transport, Mr. Danilo Michea. He wanted to provide complete logistics service from the origin to the final destination of the cargo, taking control of the logistics chain.

I understand that you are very active in the field of mining logistics. Can you tell us more about the services you offer in this regard?

DMI has as its central base the city of Calama, the Cradle of Mining in Chile, with the support of professionals specializing in mining loading and projects.

DMI has its own equipment moving cargo up to 400T. 242

Chile is a very “long stretched” country. Can you explain to our viewers a bit about the geographical situation of your country? Where are the mining logistics needed? What kind of shipping ports are you using currently?

Due to its geography, the country of Chile has very marked industrial zones. The north is the development of Mining and Energy, where the main ports that supply this sector are: Puerto San Antonio, Port of Valparaiso, Port of Antofagasta and Puerto Angamos. This last port is located in the city of Mejillones.

Do you have experience in handling oversized cargoes? Can you provide us with some examples of projects you have handled recently?

Transportation to Minera Codelco division Radomiro Tomic- 2022 243

Transportation of VIPER Drilling Machine to Minera Zaldivar, Antofagasta-Chile, 2023

Neuralgic center of mining in Chile 244

Transport Balde 4100 to Minera Sierra Gorda, Calama-Chile, 2022

DHL services for Codelco Division Chuquicamata, 2022 245

Transport CAEX equipment from Antofagasta to Codelco El Salvador-Copiapo,Chile. 2022 Are you currently a member of any networks or do you have plans to join any?

We are not currently registered in the agent network. We only started activities in the month of August 2023.

However, we would love to join soon.

Tell our readers why you believe that your company is the best one for mining and logistics related services in Chile? Because naturally, there are many logistics companies in Latin America who believe that they are the best. Why are you the best?

DMI has a staff of highly trained professionals with extensive experience in the field of logistics. We are located in the neuralgic center of mining in Chile, so we have the knowledge of what mining and industrial clients demand and, above all, we have our own assets such as equipment specialized in cargo transportation.

How would it be best for our readers to get in touch with you?

DMI Project Global Logistic Apartado Postal N° 444 Antofagasta-Chile www.dmiprojects.cl Catalina Orias Contract Logistics Services Supervisor E-mail: corias@dmiprojects.cl T: +56 959111213 Marcela Fernandez Commercial Manager E-mail: mfernandez@dmiprojects.cl T: +56 956248095 Indira Peralta Project Manager Mining & Renewable E-mail: iperalta@dmiprojects.cl T: +45 27212783 +56 981332301 Danilo Michea General Maganer E-mail: dmichea@dmiprojects.cl T: +56 966567040 246

Centrimex – France

Interview with

Mr. Eric Cassandri Project Department Manager

For starters Eric, what can you tell our readers about yourself and your own career in logistics? Why did you choose this career and please tell us about your experience leading up to your position in Centrimex?

I started working in the shipping industry 25 years ago in various companies and positions including a 2,5 years at CMA-CGM HO when I was younger.

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I also worked for about 7 years as a shipping agent for bulk/tankers and heavy lift vessels in Marseille/Fos. It was during this period of time that I discovered the heavy lift project world.

When you are on board and on the quay to manage operations for all mains HLV carriers like Biglit, Jumbo, SAL, BBC… You learn a lot from all parties involved!

Then, during Spring 2013, I joined a company well-known to you, Martin Bencher. ☺ The goal was to see another part of project cargo but from the forwarder side and it was the perfect match.

This experience of roughly 10 years was amazing, with a lot of experience acquired in this business. You learn every day from everyone. I have the MB Family to thank for that.

I joined the CENTRIMEX company a year ago to develop and manage the Project Department. In fact, I actually brought this activity to another dimension when I joined Centrimex. They already had a good potential and were developing this area of expertise, but we’re now doing project cargo at a whole new level for/from Africa and worldwide.

Who is Centrimex? What is the history of the company?

Since 1948, Centrimex has been a freight forwarder expert in international trade and specializes in France-Africa, Europe-Africa, Europe-Asia and Asia-Africa flows for the transport of goods. Centrimex can also manage any other type of destination, regardless of the country of departure.

Our specialized teams support you in organizing your international transport flows around the world.

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Centrimex is also an experienced customs broker who masters maritime transport, air transport, consolidation logistics (sea and air consolidation) as well as full containers.

We have offices in France, Italy, Belgium, China and West Africa (Mauritania, Ivory Coast, Ghana, Mali, Benin, Senegal, Cameroon, Gabon, Togo, Burkina Faso, Congo) and very soon in Dubai.

Please tell our readers about the strengths of Centrimex.

The strengths of Centrimex are mainly the knowledge of the African Market since 1948 and the relationships we have with our customers.

We also have good flexibility/reactivity due to the size of company (about 300 staff members) and this is quite appreciated by our customers.

In addition, we have a very strong procurement department negotiating container freight on these trades (+ 80 000 teus per year) Of course, we are now stronger on part charters, OOG and RoRo units shipped in breakbulk due to the situation of car carriers being fully booked.

A lot of projects are managed by French companies to Africa for oil & gas, civil works… politics and economy are always close in Africa. ☺ 249

France is a big and important market also for project cargoes. Do you have experience in handling OOG and project cargoes, and could you provide our readers with some examples?

Yes, we have plenty of examples, but we managed an original one a few months ago from Vietnam to France.

It was the transport of a mock-up of an Airbus A320 for a training center close to Paris, France.

We have managed seafreight on breakbulk with container ship, plus delivery and installation on site. It was not so big (13.64 x 4.65 x 3.3 m 17ts) compared to other shipments handled only but fun to do.

We also moved some boats and yachts. For example 1 crew boat of 68ts intra Africa as you can see in the picture.

We also have experience in OOG. ☺

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France is an important country with former colonies around the world, meaning lots of trade. As a French company, please tell our readers about your experience in handling cargoes to some of the many French-related territories worldwide and French-speaking countries?

Since last year, we have been moving a lot of cargo to mainly Cameroun, Ivory Coast, Congo and Gabon. This is mainly Oil & Gas units in part charter from Europe, Turkey and China such as a shipment of drilling pipes (from 2000 ts till 4000 ts). We are fixing roughly one part charter per month, and we are always checking the situation in different countries due to possible piracy, congestion, politics changes and economic situations.

We also shipped rolling materials for the mining industry and civil works from China and/or Europe.

A lot of construction materials and machines are shipped also to West Africa. Usually, all construction projects need mob/demob of equipment, and it’s one of our businesses, too.

To be honest, it’s a new market for me, but it’s challenging to discover new markets. In Africa, it takes more time to move cargo, and there are more “bureaucracy” tasks to manage.

Some of the shipowners are now trying to act as freight forwarders. What is your opinion on that? Will they be successful to eradicate the freight forwarder, as clearly that is the aim of some of them?

We have been aware of this for a long time now. When I worked for CMA CGM in 2007-2008, it was already the case. They created CC LOG then after, they acquired CEVA, Bollore, Gefco, etc..

It was the same for MAERSK with DAMCO and recently Martin Bencher.

Shipowners, like all worldwide industries, try to develop/increase their market/profit. Of course, one of the strategies is to diversify and control all logistics with acquisitions of terminals, inland carriers…and freight forwarding of course. Then they can offer a full panel of services/products to their customers Nowadays, the numbers of middle sized and little companies have decreased compared to the last decades, and we can see that all cannot play the same game with the same weapons.

Of course, if shipowners do it and results/profit are comfortable, they are right to do it and they will continue in the same way.

I guess the main carriers (Maersk, CMA, MSC… ) dream that the shipping industry would be controlled by only a few major players like in the mobile phone industry (Apple, Samsung, Huawei… ).

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My personal opinion is that I’m not afraid of such actions. The project market is a niche market, and the quality of services rendered is the most important aspect.

I have been having the same conversation with customers, and they agree. The smaller we are, the stronger we are. ☺

Looking into your crystal ball, how do you view the market for 2024?

Nowadays, it is difficult to predict something as we can see that the world can change in a few hours.

We suffered a lot of inflation this year, so I guess it cannot be worse for 2024… I hope.

Next year, I think it will be stable and similar to the current one. The oil & gas market is still growing due to the actual oil prices, so I’m still confident in the business.

How would it be best for our readers to get in touch with you?

You can reach me anytime by phone, WhatsApp, or LinkedIn, and if you’d rather send a quick request, you can use our online quotation form, on the Centrimex website.

Phone: +33 4 13 22 14 37 Mobile: +33 6 58 46 99 81 Emai: e.cassandri@centrimex.com I will also be at Antwerp XL from November 28 to 30 at the Centrimex booth. https://www.centrimex.com/

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GAC – Spain

Interview with

Mr. Sergio de la Torre Delgado Branch Manager

Please elaborate a bit about your career leading up to your current position in GAC. How many years have you been active in shipping & logistics?

I started my career as a Trade Manager with a Spanish manufacturer, distributor and retailer of ceramic tiles.

As I have always had a passion for the maritime sector, I decided to become a port agent in 2014. It was a fulfilling experience that led me to join the GAC Group in 2018. Now, I am the Branch Manager for both GAC Gibraltar and GAC Spain.

My active involvement in both the Gibraltar Port Operators Association and the Algeciras Port Community COMPORT enables my team and I to work closely with local stakeholders, board administration offices, and port authorities to share industry views and improve shipping and logistics operations along the Bay of Gibraltar.

When was GAC Spain established? What is your main line of logistics business?

We opened our first office in Algeciras, Spain, in November 2022, to serve as a key strategic shipping and logistics hub for the Mediterranean region. Our operations out of the Port of Algeciras offer a range of integrated ship agency services, including husbandry, bunker fuels, customs clearance, crew change support and ship spares logistics for the 110,000 vessels that pass through the Straits of Gibraltar each year.

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This office complements the services offered by GAC Gibraltar, which opened in 2019. Our two offices in the ports of Algeciras and Gibraltar work under the same umbrella and in close cooperation with one another.

This means that we are able to provide vessels transiting across the Bay of Gibraltar with the benefits of two major ship agents in one, including comprehensive coverage, cost savings, seamless and effective services, and more.

Gibraltar is geographically located at the south of Spain but legally part of the UK. Can you operate there as well. If so, please tell our readers about your activities in Gibraltar?

Our Spain and Gibraltar offices work closely together to circumnavigate issues in this complex part of Europe and provide the same services for all manner of vessel and cargo types. This dual presence means that we can cover all our customers’ operational needs regardless of the circumstances, regulations or requirements.

For example, there are situations where a vessel that is expecting to take bunkers in Gibraltar has been diverted to Algeciras, and vice versa, due to unforeseen port delays. However, our customers would not notice any 254

ramifications as the close collaboration between our offices means the service they receive is exactly the same.

Naturally, there is concern about political developments between the UK and the European Union and how this can impact Gibraltar. So far, we have not seen an impact as we fully understand the complexity surrounding the border and how we can help our customers overcome any potential issues.

That is why it is important that I sit on the Gibraltar Port Operators Association and AESBA (its equivalent in Algeciras) on behalf of GAC. It enables me to remain fully informed of issues surrounding border controls and cargo regulations, and relate that information to our customers. Transparency is vital in this line of work if we are to keep the confidence of our customers. Further, our presence in both Gibraltar and Algeciras means that they can always count on us for smooth, fast and reliable support, no matter the challenge.

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Gibraltar and Algeciras are both hubs and I suppose they can be even more so in the field of offshore and renewable energy. Is the field of renewable, offshore and so on areas where GAC are active? Can you tell our readers about some of your activities and initiatives in this field?

Spain is looking to take advantage of plentiful wind supplies in the Iberian Peninsula to boost its renewable energy capacity. As a global company, GAC has had a hand in a number of crucial offshore wind projects around the world and, as such, has developed the expertise and operational capabilities to support future developmental projects as well.

Spain’s offshore energy development remains very much in its infancy but our offices in Algeciras and Gibraltar are building the capacity to support these projects once they pick up their pace. This includes offering logistics services and agency services for port calls, spare parts delivery, and crew changes and embarkation and disembarkation services. We also have good working relationships with energy suppliers around the world, which is also important if these projects are to be realised.

Can I take it that GAC is neutral and basically can represent any owner, offshore rig or vessel operator?

GAC Shipping is a global leader in ship and hub agency services, representing more than 3,500 customers and handling as many as 101,000 jobs annually. We provide complete peace of mind for all ship and rig owners and operators – in port and at sea. Our bespoke solutions, delivered 24/7, ensure that customers are kept fully informed of the status of their vessels at all times, so that they can rapidly adapt to changing conditions.

There are a lot of players in the logistics field who are also in the Mediterranean. What makes it a good idea for a would-be principal to speak to you in GAC? What are your strengths?

While GAC Spain is celebrating its first year of operations, our core strengths lie in our global reach and the GAC Group’s established track record since our business started in 1956. We can pull expertise from all over the world, from Gibraltar to Singapore, to support our activities. That experience has been vital to the success256

ful establishment of our office in Algeciras and is crucial for successful logistics operations.

Experience and understanding of our customers’ businesses and the sectors in which they operate is what sets GAC Spain apart. Our global network and array of multimodal options that can be tailored to meet specific needs gives our customers the strategic advantage in today’s global marketplace. Ship spares logistics is a speciality.

Globally, GAC has more than 300 offices at almost all major ports, all of which have built successful logistics operations to become some of the world’s leading players. We have been able to set up our own logistics operations based on the success of our peers and are able to offer one of the most cost-effective, efficient and timely logistics operations in the region as a result. Even though we are a young office, the reception so far has been fantastic and we have seen enquires for logistics services from not just Algeciras, but all over Spain, including Bilbao, Barcelona, Valencia and Las Palmas.

GAC is a global outfit nowadays. Thus, do you also work together with other overseas GAC branches on a regular basis?

GAC Spain works closely with other GAC offices in Gibraltar, the UK, as well as the rest of Europe, to share and adopt best practices, provide seamless coverage and ensure we offer the same level of customer service and expertise.

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Looking into your crystal ball, how do you see the future for the rest of 2023 and upcoming 2024 from a logistics standpoint?

Some of the challenges that exist this year will still be here next year. Inflation and geopolitical issues in Europe are putting a lot of pressure on the supply chain, so it is vital that we support our customers. However, we can make sure any impact they face is minimal. We are actively seeking feedback from our customers, with surveys sent to them following every port call, so that we can identify ways to improve and keep their vessels and cargo moving through the Strait of Gibraltar and beyond.

Please let our readers know how it is best to contact you.

If you wish to get more information or a quote from GAC, you may visit the website www.gac.com contact or at agency.algeciras@gac.com

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Featured Video Approaching Cape Town From The Sea Editor’s Note: A marvel to behold is the Table Mountain in Cape Town from the seaside so to speak. Here a bit of footage taken as I was passenger on mv Bright Sky from renowned shipowner www.macship.com – I recall that I was told it can be awfully windy which often delays berthing in Cape Town.

Featured Photo Editor’s Note: Port of Grenaa is a major hub in Denmark which also has regular cargo and passenger ferries. Here is a unique shot showing the two ferries connecting Sweden (Port of Halmstad) and the island of Anholt smack in the middle of the Sea of Kattegat 259

Wise Words

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WEEK #44 – 2023 November 2, 2023

Editorial Dear Readers, It is now Thursday the 2nd of November, and with less than 2 months to go, we are entering the year of 2024.

I always remember that time is also passing for me, especially when I need to fill in my birthday either in writing or online. It takes a longer and longer time to scroll back to the year of my birth 1963…. One thing came to my mind in the 2 weeks which have passed since our latest newsletter, and that is the phrase “all the way to zero”. In this context, of course, it is on a positive note meaning all the way to zero emissions as seen written on one of the shipping majors vessels.

From a freight forwarder or shipper perspective, it could perhaps be re-labelled to: “customer service – all the way to zero“. Here I am not particularly aiming at the shipowners— although many of them think that call centres in a faraway land and letting their customers DO IT ALL is the way to the future — but here I point at a symptom of crap customer service with almost all authorities and entities you come into contact with.

The example when I tried just last week to amend an invoice goes like this: Welcome to Vattenfall (a major electricity provider here in Sweden)…you have reached… if you want… press… if you want… press… if you want… press… ding dong music and then “for quality and training purposes your call may be recorded” and remember you can always get answers to most questions on our website….then after a couple of minutes (not less than 30 minutes) you are told that you are still in line and we appreciate your patience. Does it sound familiar to you? Did you try to visit your bank recently? Anyone there? Anyone willing to talk to you if you are what we call a “normal customer”? Here in this country, you are requested to do it all online and whilst efficient in many ways of course, the bottom line for me is that: I CANNOT UNDERSTAND WHY MEGA PROFITABLE COMPANIES CANNOT HAVE BOTH ONLINE AND AT THE SAME TIME FULLY STAFFED CUSTOMER SERVICE AVAILABLE IN PERSON OR AT LEAST BY PHONE IN A TIMELY MANNER? DO YOU KNOW WHY? DO EMAIL ME IF YOU HAVE THE ANSWER… 261

I have written this in capital and bold letters in order to push through my point. Banks in Sweden have an all time high profit level. Shipowners have had at least an incredible all time high profit level since Corona, and in both instances, it has enhanced the arrogance by which some customers are treated— unless, of course, you are an oligarch, a millionaire or in the case of shipping, a mega customer with hundreds if not thousands of containers to ship. I fail to see why many a CEO around the world with a fancy education, brass plate recommendations and parachutes cannot deliver on the most fundamental of things if you are in the service industry…. yes SERVICE: timely, efficiently, without arrogance and offering it BOTH online and in person— or in person by being reachable.

Perhaps I have the explanation… many of these mega companies all buy their telephone automatic service system from the same company and built in to that system is: 1. A promised delay in answering 2. Always stating that just now we are receiving many calls (even at 01:20 am it is the same statement, as I checked) 3. Your call may be recorded for quality and training purposes (what quality?)

4. A “minute” of 15-20 minutes before getting to between first to tenth in line 5. Being told regularly that you can check the website and find your questions answered Perhaps the company selling this “software” or telephone answering service is the same one used by all who have sloppy customer service. If so, it would have been great to have shares there as they must indeed be profitable…

On the political front, nothing much has changed during the past 2 weeks except that the EU has perhaps finally come to grips with their culpability in having people roaming the countries of Europe without the right of abode, costing the lives of innocent citizens. But I suppose it is too much to hope that the talking will end up in concrete actions because there are simply too many woke groups and politically correct people in the system. The EU Management reminds me of what the old gunslinger actor Charlton Heston said: “Political correctness? It is tyranny with manners!”

Right. I have come to the end of my barrage, so now I can focus on the interviews at hand this week, and it is a good bunch we have got in store.

1. We start in one of the most beautiful countries in the world, NEW ZEALAND, and we speak to a competent project freight forwarder and all-round provider of logistics called HEMISPHERE 2. We then visit the city of MIAMI VICE, or rather the PORT OF MIAMI with whom we enjoy talking and we learn that MIAMI is so much more than just cruise ships and backdrops to film series…

3. We then go to the home of culture, quotes and really wise prophets (back in the day at least) and here I mean GREECE. PROPEL SHIPPING, part of a large Indian conglomerate, tells us about their plans in bulk and also increasingly in MPP tonnage able to take project cargo onboard See you on Nov 16th again.

Yours sincerely, With best regards, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: Hemisphere Freight – New Zealand

Adam Lambdin, General Manager at Hemisphere Freight Services interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: Port Of Miami – Florida, USA

Andrew C. Hecker, CFO & Assistant Port Director at Port of Miami interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Video Interview: Propel Shipping – Greece

Nicolas Skiadas, Commercial Manager at Propel Shipping Greece interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Featured Photo Editor’s Note: A close up of a beautiful house close to the main Aaland islands and as you can see hundreds, if not thousands of islands dot the ocean between Stockholm/Aaland Islands and Finland – so quite a treat to enjoy a cruise there as many do mainly in the summertime. Writing one’s memoirs there seem to be an idea…

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Featured Video Trip To Turku, Finland On A 24 Hour Cruise Using Viking Line From Stockholm, Sweden Editor’s Note: Not really cargo shipping in this weeks video however some nice footage taken here during my recent trip to Turku on a 24 hr cruise using Viking Line from Stockholm, deluxe passenger ferries ply the waters between Sweden and Finland daily and with millions of passengers each year it is indeed very popular, scenic and value for money! ps they take of course a large amount of cargo too mainly trailers.

Wise Words

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WEEK #46 – 2023 November 16, 2023

Editorial Dear Readers, It is Thursday the 16th of November, and PCW is back again. I am currently in Latin America, presently in São Paulo before flying to Asuncion in Paraguay, a country I have never previously visited. Then I am off to Santiago, Chile.

São Paulo is a huge city and metropolis here in Brazil and, shall we say, an economic engine.

I spent some time in the Port of Santos as well as the nearby beaches at Guaruja. You can find a few pictures from the trip near São Paulo here.

I also understand from meeting many locals, including (of course) mainly business people, that as usual, the picture that the European media seems to always paint as to who are the ‘goodies’ and who are the ‘baddies’ is not always right (meaning Lula is good and Bolsonaro was bad). In reality, it seems to be a mix, and no one is totally clean from corruption or other undue influence. As we are now used to, many a journalist in the west is colored mainly to the left, and prefers to stick to the “right opinion”. Thus, they can hardly see anything from 2 sides. The endless conflict in Israel and Gaza seems to be a case in point regarding biased media coverage.

I started to read a book called The Strange Death of Europe.

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It gives at least ONE alternative view on the current situation in Europe and what we as a continent are facing mainly due to political correctness, biased media, and a system of demonizing leaders in countries such as Poland, Hungary, etc. in case they dare to object to the bureaucrats of the EU, their gravy train, and their insulated mentality of not caring to actually understand what is bothering many in the street. I dare say that the island of Lampedusa is a case in point and that nothing in 10 years has changed in the corridors of the EU as we are constantly overwhelmed, caught by surprise and even unable to return criminal elements and people who got their asylum application rejected. What do we have foreign ministers and a load of embassies for?

What is Frontex? Is it a parking lot for jobless bureaucrats?

On the shipping front, the word here in Latin America is also that the market—at least for some areas of the container trade—has tanked, meaning the rates are at the bottom and without any foreseeable chance of recovery. It is not yet a slaughterhouse like on the main East/West trades but not far from it. There is simply too much tonnage for too little cargo, and many owners seem to have had an exaggerated belief that the COVID19 happy days would continue…. Those days have now gone forever I would say, and things have come back to before Covid days. Customer service still remains sluggish according to many forwarders I have met here in Brazil, so nothing new on that front. As I commented in the last PCW about customer service, overall it is a struggle and apparently not an area where anyone (or at least only a few) are willing to spend money.

Speaking of the editorial in PCW Week 44, I received a huge amount of feedback from worldwide, so it seems that it was spot-on…

Meantime on the PCW shipping front, we’ve got the following interesting interviews in this week’s issue: 1. Erhardt Projects Middle East is a Spanish-owned project freight forwarder involved in all kinds of logistics, and here we talk to their MD of operations in the Middle East.

2. AsstrA-Associated Traffic AG is a Swiss-based freight forwarder with global presence; here we talk to their office in Houston.

3. LIVO Logistics is in Poland; we also speak to a relative newcomer on the market but still with a service-minded attitude and seemingly successful already.

Don’t forget to download our Project Cargo Weekly APP to your smartphone. During my visit here in Brazil, I told everyone I met to do so. Most were surprised that we have such an APP, so thus I repeat it again for you readers!

Will be in touch week 48 (or rather the 30th of November) again. Our last issue of the year will be 14th of December with a special XMAS issue concluding the year 2023 on the 21st of December!

With best regards, Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: Erhardt Projects Middle East – Abu Dhabi, U.A.E.

Andy Hall, Managing Director at Erhardt Projects Middle East, Abu Dhabi, UAE speaks with Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

AsstrA-Associated Traffic – Houston, Texas

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Interview with

Mr. Colin Bagwell COO – Industrial Project Logistics

For starters, who are AsstrA? Is the name an abbreviation? Who is behind it, and in which countries are currently active?

AsstrA-Associated Traffic AG is a global logistics company, headquartered out of Zurich which is where our CEO is located. We are a global Company with a network of offices, and over 1500 employees.

Our Company name is an abbreviation of the words: activity, stability, staff, transport, reputation and alliance.

These are the principals on which our business is based. As mentioned, we have a global network of 43 owned offices in some 30 countries in Europe, CIS, Asia, and the United States. In November of this year, we will launch the opening of our latest office which will open in the United Arab Emirates to place the AsstrA flag firmly in the Middle East region.

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Do you have experience in AsstrA concerning project and OOG cargoes, and if so, could you provide our readers with a few examples?

Project Logistics is one of AsstrA’s main business units, and I am fortunate to be the COO, leading a team of highly skilled, experienced and motivated professionals.

I will start from our latest project shipment which involved the transportation of a Wash Tower, from Spain to Poland. The single unit was 92m long with a gross weight of 827 tons. A special challenge: the type of heavy lift vessel that could be used was restricted. but with sufficient planning and effective flow of information between all involved parties, the shipment was executed smoothly and on time. The AsstrA team needed to discharge the cargo within the agreed time frame and avoided any delays. Despite worsening weather during the day, the operations commenced at 0900 hrs and concluded the same day at 1945 hrs. It was a unique project in many ways, and in doing it, AsstrA broke several internal records, including the category of the largest transport. Delivery of this capital equipment from origin to its destination demonstrated the professionalism and know-how of the AsstrA Industrial Project Logistics Team. The implementation was so impressive and spectacular that AsstrA Industrial Projects team won the Breakbulk “Waves of Cargo” video competition organized earlier this year.

Another project that stays in my mind is the transportation of an entire manufacturing plant from the German city of Bischweier to Rivne in the Ukraine during the height of the Covid-19 pandemic. Due to the plant’s dimensions and the 1,600 km transport route, the delivery took 4 months and involved over 1,000 shipments of full and oversized cargo. The range of services provided included both the organization and coordination of transport processes, lifting arrangements and customs documentation as well as the supervision of loading and unloading operations. The project’s main challenge was developing a transport scheme for such a complex 271

assortment of oversized equipment and cargo. Due to the envelope size of several main items, there were restrictions on the movement of the trucks on the highway and on individual bridges. The goods were delivered under a multimodal scheme. In the first stage, 12 units with a width of 8.50 meters and a weight of 90 tons were transported from the place of loading to the nearest German port of Kehl on the Rhine River. The project was completed successfully with no incidents.

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You yourself, I believe, have a long story in international project logistics. Please tell our readers a little about your own career leading up to your current position in the US. I started my career at a very young age when I joined the EPC MW Kellogg in London as a Trainee Traffic Coordinator. After several very enjoyable years, I moved to another EPC before moving over to a pioneering Project Freight Forwarder, namely Hudson Freight Services with whom I worked for in the UK, Abu Dhabi and Tokyo before returning to the UK. I moved back to the EPC side of the industry where I worked for Brown & Root in London and worked on the Great Man-Made River Project in Libya.

I moved to Italy after B&R to work for an Italian engineering company then to Kuwait with the same company. After Kuwait, I moved to Norway with B&R and an Offshore project for Elf Petroleum where I managed the Shipping and Expediting Team.

After 2 years in Norway and successful completion of the project, I returned to the UK and took up a position with TGP, so, in fact, I returned to project forwarding. A happy and rewarding experience with TGP lead me eventually to start the UK operation for TransOceanic, a US based Project Forwarder where we started a grass roots operation and eventually became a strong player in the industry both in the UK and at a global level.

I met my wife at TransOceanic and moved to Houston where I now live with my wife and children and the rest, as they say, is history.

I have been very fortunate in my career to meet many interesting people in the wonderful industry in which we work, and I have traveled to many interesting places and countries around the world (not as many as you Bo!).

AsstrA is now my family and I am excited to be part of an ambitious group who have a clear vision for future growth.

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What makes AsstrA stand out in your view, I mean there are a lot of project freight forwarders out there?

As mentioned previously, AsstrA has created a family type work environment and being a privately-held company, the advantages of this ownership speaks volumes, including quick decision making process and a vision for the future. Within AsstrA Industrial Projects, we are building a solid unit formed of truly remarkable professionals all of whom share the same objectives, successes, and for us to deliver on a commitment to our customers. Our Projects Team at AsstrA are a very close-knit unit and share a vast knowledge in their expertise in handling complex project and transportation operations, global knowledge and awareness, and a commitment to customer satisfaction and innovative solutions.

What is your take on the fact that some shipowners (e.g. Maersk) wish to obliterate the role of the independent freight forwarder and do “ALL the Way” as their slogan goes? Will they be successful or have you also stopped booking with them as others have?

A very interesting question, thank you. As it relates to Maersk specifically, they are a strong and powerful company, so with respect to their adventure into turnkey project logistics, only time will tell. This type of diversification from a company’s core business activities has been tried in the past. Some have been successful; some not so successful. As I say, time will tell.

Will we as AsstrA stop booking with Maersk? The simple answer is no. It would be naive of me to say “yes, no more bookings for Maersk”. The reality is when offering a service to our customers, we must show impartiality, but of course, we must also be conscious and aware of our competition. It is worth mentioning that amongst several of the core Team at AsstrA Industrial Projects, we probably have in excess of some 300 + years plus of dedicated experience in global Project Logistics. This type of knowledge and experience cannot be acquired or gained overnight.

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Corona was great for many in logistics, and rates both for owners and forwarders went through the roof. How is the situation now?

The impact of Covid-19 with the transportation, logistics and shipping industries was severe and of course a concern, especially if, as a freight forwarder in the projects industry, you held a contract with fixed and firm rates because the knock-on effect on the freight rates was significant. While the initial phase of the pandemic led to disruptions and increased rates, the situation has gradually stabilized or in some regards been turned on its head because the container rates have reduced significantly. During Covid, a 40’ ex Asia to Europe was approx. US$ 14,500. Now, after a short time frame, the cost is approx. US$ 2,000. One can’t help but feel some people benefitted, but it certainly wasn’t the project freight forwarders or their clients.

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However, it is important to note that the logistics industry is dynamic, and various factors can influence rates and market conditions.

I would also add and refer to sea freight rates which, as mentioned, increased significantly during the COVID-19 period‚ climbing to a 12-year high amid soaring global demand and supply chain delays. Thus‚ the maximum value of the Freightos Global Container Freight Index reached $10-11 thousand for a 40-foot container in the autumn of 2021‚ having increased more than 7 times from its level at the beginning of 2020.

From climbing to historical highs during the global pandemic‚ ocean freight rates have fallen away since the summer of 2022. The Freightos Baltic Global index continues to decline: it decreased 23% month on month in September to $1,177/FEU, and this is more than a 90% decrease compared to the same period last year. We see that the market has returned to its pre-pandemic state.

Depending on the origin of a certain project, where would the entry point be for speaking to AsstrA? Are you a member of any networks or do you have a system in place already with owned offices and partners?

As previously mentioned, AsstrA has an impressive global footprint of owned offices which offers us the ability to retain and control business in-house. In locations and geographical spots where we do not have a representative office, AsstrA has a well developed network of like-minded agents and partners with whom we collaborate and reciprocate business leads, opportunities and operations. In November, we are opening in the UAE. Further we have representatives in China, Korea, Turkey, UK, Azerbaijan, Germany, Africa and CIS countries. We are also a member of BIFA, IATA, TAPA and FIATA association plus the WCA Network (but the latter is for our AsstrA Forwarding Group).

Looking into the 2024 crystal ball, what do you see?

As we move towards 2024 and beyond, the logistics industry is set to experience further evolution and transformation. Thanks to technological advancements and new trends, the logistics industry has undergone rapid changes in the past few years. However, the pace of change shows no sign of slowing down. AsstrA will con276

tinue to adapt and innovate to meet the changing needs of their clients and the industry as a whole.

We must place serious devotion and attention to “green” transportation solutions and techniques. This is essential, and an industry-wide effort must be adopted to ensure the safety of the planet.

As far as the Project industry is concerned, trends will change, the cycle will continue, but the facilities which are built will focus more and more on power, energy, solar, nuclear plants.

How would it be best for our readers to get in touch with you?

The best way to reach me is via one of the following: Email: colin.bagwell@asstra.com Website: www.asstra.com LinkedIn: https://www.linkedin.com/company/asstra-ag

Video Interview: LIVO Logistics – Poland

Rob Miszka Country Manager at LIVO Logistics speaks with Bo H. Drewsen, Editor in Chief at PCW.

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Featured Video A Large CMA CGM Vessel Anchored Off Of Guaruja Beach Waiting To Berth Editor’s Note: Visiting São Paulo in Brazil and just 5-6 km away from the great port of Santos some very nice beaches are available – kept scrupulously clean. It is a marvel to behold, especially for this shipping man in need of exercise with the great view of ships on the horizon – as this video clip shows.

Featured Photo Editor’s Note: I had a very nice meeting with Mr. Erik Jensby network manager of BIMCO at their beautiful hq in Copenhagen. BIMCO is a well known organisation to many but perhaps what is not known is that their website features a range of vip information useful to you and available even you are not an official member. Check it out – www.bimco.org 278

Wise Words

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WEEK #48 – 2023 November 30, 2023

Editorial Dear Readers, It is Thursday the 30th of November, and we are about to enter the final month of the year.

I am writing this editorial from the capital city of Chile, Santiago, where I arrived after some days in Brazil, Paraguay (a first for me). Today I shall be visiting the port cities of Antofagasta and Puerto Angamos where a lot of the mining equipment and minerals are imported and exported to and from this incredibly narrow but very long country.

Chile is the longest and narrowest country in the world and is blessed with a 4300 km long coastline and an abundance of minerals and other things that particularly the Chinese are keen to get their hands on. We can only hope that Chile and other countries in Latin America don’t sell out their independence for a quick fix in investment. There is always a catch, and if in doubt, look at some of the investments made in both Sri Lanka and Africa. Now having said that, there is no doubt that there is a catch, particularly here in Latin America where certainly democracy and fairness was never in the minds of various US governments who seemed to have had a finger in some of the coups and overthrowing of governments. Pointing a finger at someone only means that 4 fingers are pointing back at you.

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The Andes mountains which one invariably need to pass when coming to Santiago (at least if flying in from Europe or east of Chile) always seem impressive. However, more often than not, the ride is bumpy. Here are a few pictures from the flight across the Argentinian plains towards Santiago crossing the Andes only a week or so ago after a great visit to Asuncion, Paraguay. I also shot a short video here having passed over the Andes now towards landing Santiago.

I will be flying to Asia on the 10th of December and have a conference / regional network meeting in Hong Kong on December 15. I am looking forward to the best and most inexpensive harbour tour sightseeing, i.e., the ferries plying between Kowloon and Hong Kong Island – not to mention of course the dim sum and having a drink overlooking the Hong Kong Island skyline. I am sorry for Singapore, but no matter what, to my eye at least, the skyline of Hong Kong is amazing… no matter who is politically in charge. ☺ ☺ ☺ After that I will make a quick stop in Bangkok and then Christmas in Stockholm where a white Christmas has been promised (or so they say). At least right now it is minus 8 and dark there. Indeed, I can’t say that I miss the darkness, but on a clear day with minus degrees and a blue sky, it can be a wonderful experience, too.

I normally express my political views in each editorial, but actually, I haven’t had much time to look at things lately except to note that Argentina has got a new government. If the measurement is chaos, Argentina surely fits the bill even for South American standards. No doubt, here a whole new bold approach is needed to straighten up a country that by all means is perhaps not only the richest in terms of farmland, energy, tourism, etc., but also has a generally well educated population – or so I am told – a kind of “Italy” of LATAM. Europe is Europe, and with Mr. Sunak in the UK now having to look at reasons for how immigration into the UK has swelled to frankly astronomical numbers which was not expected when Britain left the EU… let us see what happens. For sure a strain on resources of all kinds and a downward spiral on salaries is to be expected.

Shipping-wise this week we’ve got some interesting interviews in store for you–as usual I might add: 1. Zenith International Freight in England is a versatile all around & project freight forwarder with just the kind of personal service to all that is in short supply nowadays with many of the larger companies.

2. Megagon Project Solutions of the Netherlands is a similar company, relatively recently established and already with some impressive references to show and finally we re-visit 3. Atlas Heavy in Houston, USA which is an asset-based logistics provider with superior experience in trucking, inland transport in the US, and all that it entails; the U.S. is a country where you certainly can lose a fortune if you don’t know what you are doing or with whom you are contracting the inland part. Atlas is the solution!

And here I may direct you to the featured photo of the week showing off an MPP vessel close to the COCOS Islands: a place that no one (or few) ever heard about but ASC Asia has a service there which also includes Christmas Island now when speaking of December!

You can download our APP through the link here.

Until our final issue to be published on DECEMBER 14, 2023 for this year, I remain Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

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Interviews Video Interview: Zenith International Freight

Jacob Aaholm Jensen, Business Development & Key Account Manager at Zenith International Freight was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Megagon Project Solutions – Axel, Netherlands

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Interview with

Mr. Omer Omeroglu Managing Partner

Omer, you are based in the Netherlands. For how long have you been there; why did you move there; and when did you originally start your logistics career? Also, why logistics?

I will try to make it shorter because that question has a long answer. ☺ I studied Air Transportation & Logistics at Istanbul University, Turkey. This was the first logistics university in the country at that time. So, I have been in logistics since 2002. I worked all summer when I was a student and little by little, I started to have some ideas about what I wanted to do after graduation.

Lots of my school friends continued their career in different sectors but I liked logistics a lot ! It’s such a dynamic sector, not just like a ‘sitting behind the computer and working 0800 – 1700’ kind of job. If a person is wide open to learning, they will discover everyday that a job in logistics can be such a nice option. I am so happy about my selection.

After working in Turkey till 2016, I had a very nice work & life experience in Slovenia. That place added a lot to myself & to my family. In the summer of 2022, we moved to the Netherlands (NL) due to family reasons, and the Megagon B.V. story started.

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Tell us about the history and background of Megagon.

I have known my business partner Suha Berksoy for a long time. When I had the plan of ‘moving to NL’, I shared my ideas with him. After that, all the plans came like dominos. My partner and I have both been in the market for more than 15 years. His profession is based on the sea; my part is the land. He is in the east (Izmir, Turkey), and I am located in the west (NL). So we made a nice connection like a bridge. Megagon Turkey has started its 4th business year while our NL office is now in its 2nd year.

The name Megagon suggests a large size. Do you have experience in moving heavylift and OOG pieces around the world? If so, could you elaborate and provide our readers with a few examples of projects handled?

Our main job is oversize/heavy cargo. So all of our shipments are OOG, and they each have stories behind them. Some of them are long and some of them are short, but all are nice stories. Nowadays, we have very nice and regular traffic from the USA and EU to TR and CIS countries. The cargoes are overwidth and/or overheight, sometimes heavy ones. As for overseas, we also have lots of cargoes to South America, West Africa, and the China area.

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The Netherlands has huge competition in the logistics field. What makes you stand out and what are your advantages…would you say?

We already knew that potential, and we are also a bit lucky about our choice of locations.☺ Our office is located at Zeeland (Axel / Terneuzen). Thus, it is located between 4 big ports of that area which are Rotterdam, Zeebrugge, Gent and Antwerp. We are a distance of around 1 hour drive to each of them.

When we have any port operation, we can easily reach one of them. By the way, at the moment, there is a lot of construction at Terneuzen. They are making the current passage (Gent Port way) deeper and wider. After that construction, much bigger vessels will be able to sail from/to Gent Port, and Gent Port will be much more active in the game. When the game starts up again, we will already be ready. [The construction at Terneuzen is of a new lock. Read more here. -Editor]

Do you find that some shipowners are now trying to act as door-to-door agents, and in effect, compete with the freight forwarders? Do you think they will be successful and what is your opinion about it?

Yes, there is a growing trend among some shipowners to act as door-to-door service providers, essentially competing with freight forwarders. Whether or not these shipowners will be successful depends on various factors. While they have the advantage of owning the vessels and having control over the shipping process, transportation is not purely transporting items from Point A to Point B.

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Freight forwarders have extensive networks, relationships with various transportation modes, and experience in managing complex logistics operations. This concept might be suitable for big key account clients, but in complex situations with medium or small scale clients, shipowners will most possibly fail. This is because in those situations, freight forwarders are mostly acting as their client’s import/export department. In fact, sometimes we issue their export documents. The other critical factor is that freight forwarders always follow market levels to reach the best freight level but shipowners use only their own service. So, for the spot market it would not work well, and clients are mostly not willing to spend their time on searching for the best carrier which is the main duty of their freight forwarder.

Overall, the success of shipowners in competing with freight forwarders will depend on their ability to provide efficient door-to-door services, build strong customer relationships, and adapt to the evolving needs of the industry. Yet, with their strict rules, we feel that would not work properly. It is an interesting development in the dynamics of the shipping and logistics sector that we will follow in the coming years.

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Looking into the crystal ball for the soon upcoming 2024, what do you see from a logistics standpoint?

Looking into the crystal ball for 2024, here are a few potential trends and developments from a logistics standpoint: 1. Increased adoption of automation and technology: Technology is getting more critical in the logistics industry. This is especially so for new developments on Artificial Intelligence. It seems the market will be much more interesting in the upcoming years. Also, we as Megagon Project Solutions are willing to build up our own AI setup to revert to customers much efficiently.

2. Sustainability and green logistics: Environmental concerns will play a significant role in upcoming years.

We are waiting for new regulations for reducing carbon footprints, and this might include obligations for freight forwarders.

3. 2024 might be more difficult if COVID will return again as a pandemic. When we look at it, the Logistics Sector has not yet compensated for the economic decline of the previous pandemic.

4. We will face more company mergers in 2024. Due to hard market conditions, companies will most possibly move to collaboration in order to survive and become more efficient.

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These are just a few of the potential expectations that may shape the logistics industry in the near future. It’s important to note that the actual landscape in 2024 will depend on technological advancements, regulatory changes, and global economic conditions.

How is it best for our readers to get in touch with you?

Not so hard, I am not ‘a hard to catch person’. ☺ Linkedin and/or our webpage (www.megagon.net) have all my data. If you have urgent matters, you can just use the benelux@megagon.net email, too. ☺

Video Interview: Atlas Heavy – Houston, USA

Frank Scheibner – President & CEO at ATLAS Heavy Transport LLC & ATLAS Heavy Projects LLC was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Featured Video Project Cargo – Turning Complexity Into Solution Editor’s Note: Brazilian project freight forwarder ES Logistics (member of www.clcprojects.com network) recently concluded a major project cargo shipment from Houston to Santos.

For further contact them direct at dimitri.mattos@eslogistics.com.br

Featured Photo Editor’s Note: ASC Liner Services is a Singapore based, family operated company which specialises in the carriage of breakbulk, heavy lift, multi purpose cargo and containerized goods. Our main trade is between South East Asia, West Coast Australia and the Northern Territories; however, what sets us apart is our liner service from Fremantle to the Christmas and Cocos (Keeling) Islands. Here are some beautiful pictures of one of their operated vessels nearby Cocos Islands. Contact them at: www.asc-asia.com 289

Wise Words

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WEEK #50 – 2023 December 14, 2023

Editorial Dear Readers, I am sad in a way to announce that today’s issue of PCW is actually the last one for this year!

2024 is just around the corner, and I will start publishing again on January 11th. A year is soon behind us and I think (together with many no doubt): where did the time go. I googled it for lack of a better way and found this link.

I am trying to remind myself to plan not only for the future but also to live for TODAY. A friend of mine remarked after a dinner I had last week here in Santiago, Chile (where I am right now) that the brain seems to focus on what happened before and what is happening tomorrow – but NOT on today. Join me in learning to live also today, not just in the past or in the future. It sounds simple enough but it isn’t.

Some of us no doubt have had instances where friends suddenly succumbed to illness, traffic accidents or just burn out. One particular incident comes to mind whereby the wife of a former business partner died by a stroke just as they were about to embark on the plans they always had for their retirement in the sunshine without stress. What is the point of having money if you are dead? Does the last jacket have any pockets? My father once told me: ‘Save for a rainy day! but remember it won’t rain for 3 months.’ To me, at least, as much as I like to fly 1st or business class, the pleasure of it diminishes the more you can do it. Habit kills pleasure, and you need then to get more and more so as to speak to get a new high, right?

I am now flying into Asia where I have spent many years of my life: China, Indonesia, Hong Kong, Thailand, etc. I am looking forward to it, but it is a very long haul from Chile. I managed to get myself an emergency row seat on the QR flight from São Paulo to Qatar (and 2F on SCL/GRU) and then with a 6 hour layover the same from Qatar to Hong Kong. I luckily found the happiness of reading books again, and thus, the trip with some solid books, a sleeping table perhaps and being able to stretch the legs should help me “overcome” the long trip. I learnt the hard way from before and did NOT book any meetings until 2 days after my arrival in what was my favourite worldwide city for many years.

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I am currently reading 3 books as my mood changes (sounds like one of my ex wives… ☺). Here are the 3 books I am currently delving into:

I have almost managed to stop drinking on the flights. First, simply because age is creeping up on me more than before and second, because jetlag is a longer and more frequent consequence. So, although I have airport lounge access, I know only too well that ‘getting in the mood’ lasts only for a short time and that you eventually have to pay the bill. A friend of mine from Thailand once remarked: “The most difficult thing for me is to hear the clinking of bottles when the stewardess brings the cart towards my seat. How can I order only a diet coke?” I believe that is indeed a true statement!

The Danish movie Druk (aka Another Round) actually highlights this. They experiment whether the belief that we function better with a bit of alcohol in the blood is true or not… One might say that drinkers, smokers and sniffers do keep the business of said substances going whilst in turn employing hundreds of thousands of people—and of course, let us not forget keeping the government’s tax coffers full as tax levied on cigarettes and alcohol is a major source of revenue.

Being a journalist can sometimes have risks. For some, or more than ever, it is coupled with dangers when reporting on the issues of the high and mighty, stories often relating to greed, corruption, etc. Having lived in Malta and still having a property there, the island with its proud history does have somewhat of a bleak reputation nowadays and seems unable to “clean itself up”. You may watch the following video to know more of what I am talking about.

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Still back to our beloved shipping business. We have some interesting interviews in our final issue of the year: 1. Equatorial Guinea – a country seldom heard about (perhaps many didn’t even know it exists). We speak to Akon-Donluis, a project and general freight forwarder active there.

2. Ghana & the UK – Freightagency is a UK and Ghana-based freight forwarder offering solid and hands on services to all.

3. Denmark – We revisit an interview we had earlier with one of the majors both for the small country in the world but also for the world, i.e., DSV — which by some estimates ranks among the largest 3-4 freight forwarders.

Before I let you go, let me also remind you that we are publishing our 2023 Yearbook on the 15th of February. Being a 300+ page online and totally clickable Yearbook, it is a sought after publication.

Wishing you all the very best for Christmas, Happy New Year and with hopes for a peaceful, prosperous 2024!

Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com

Interviews Akon-Donluis – Equatorial Guinea

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Interview with

Mrs. Heather Woodcock-Destemberg Vice-President of Sales and Marketing

First of all Heather, can you tell our readers a bit about your career? How come you ended up in logistics, and for how many years have you been active in this field?

I was working as a consultant on an Exxonmobil project in N’Djamena, Chad, in Central Africa training new recruits from the country in English. Eventually things progressed for me differently and I was given the opportunity to join the Operations Department and started to get involved in different parts of Logistics. I started in “people logistics” (airlines, etc.) and eventually worked my way from Chad to Equatorial Guinea. It was there that I really got involved in inbound/outbound shipment processes for American Oil & Gas operators dealing with Customs Clearance activities and other parts of the Supply Chain business activities.

What was so interesting for me was to have worked in a landlocked country such as Chad and then later to Bioko Island where the capital city of Malabo is located. It was from a hot, dry, sub-saharan climate to a tropical one, and I was surrounded by water! As we know, logistics has so many facets and through the 20+ years (a woman never gives away her age they say!) I can say that I have enjoyed so many great moments in Central Africa in spite of all of the challenges!

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Akon-Donluis in Equatorial Guinea. Who are they? Could you elaborate on the history of the company?

Mr. Luis Ondo, born in Equatorial Guinea, first founded a company named Donluis in 2001. The company started very small, but has consistently grown over the last 2+ decades.. In 2014, Mr. Ondo purchased a local Kuehne and Nagel branch, and this company was known as Akon Logistics Management, Ltd.. The acquisition enabled the team to broaden their work scope tremendously. In 2019/2020, the two companies merged and are now known as Akon-Donluis. The company handles a very wide range of Logistics tasks, and its focus is mainly working with major Oil & Gas companies operating in Equatorial Guinea.

Equatorial Guinea is, I believe, a rich country in many ways, but it is not a country that we hear about in the news. What can you tell our readers about the country where you spend a lot of your time?

Equatorial Guinea (EG) is truly a rich country in so many ways. The country is small in size and in population compared to many around them. But at the same time EG is a country large with natural resources, an amazing history and culture, and the future is very bright. I like to tell people that it is the only country that was colonized by the Spanish in Africa, so Spanish is one of the official languages spoken (just like in Spain!).

Equatorial Guinea really entered the global world with the discovery of oil over 20 years ago. It has developed pretty rapidly I’d say, with much of the younger population now seeking to be able to build their careers in a job related to the number one industry in the country.

Logistics is often a challenge and none more so than perhaps in parts of Africa. Does AkonDonluis have experience in moving oversized and project cargoes (can be air/sea) and if so could you provide our readers with some examples?

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I can’t agree with you more on this statement regarding logistics being a challenge and a great one in certain places around the African continent. However, over the years, AkonDonLuis has taken on great challenges in order to prove its value in the industry and as a locally-owned business employing over 60 equatoguineans and only a few expats.

I’m proud to say that the team has been able to organize and execute some major projects successfully in every way. One was about 4 years ago and this one involved a charter vessel with a 150T lift that required a special trailer to carry it from the Port area known as Kilometer Cinco (or K5) to Punta Europa where an American-owned major oil and gas company has business. The team has also handled big turbines, X-mas trees, etc. What is very positive is that the team has built the skills over time to be able to handle all kinds of shipments coming in for production activities, special projects during exploration and drilling activities, etc. and is known to execute requests timely and safely as per international standards. The team ensures compliance in every way!

Is customs clearance a problem?

I would say that there was a time in the country when it was a great challenge, but over time, and with training and education for those working in customs, the process works much better than even a couple of years ago.

In recent years, EG has joined the other Central African nations (Gabon, Cameroon, Chad, Central African Republic, and the Republic of Congo) in using a computer-based system called Sydonia, and that has contributed to a much smoother process for all customs-related requirements.

Can you organise transhipment via Equatorial Guinea to neighbouring countries as well?

Absolutely! The company has good global contacts, first-hand knowledge of countries within the region, and has a history of handling various logistics requirements in the Gulf of Guinea and many other countries around the world. AkonDonluis works with airlines, vessel owners, and is considered to be a One-Stop-Shop for all Logistics needs.

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What intrigues you about working in Equatorial Guinea? Looking into your crystal ball, how do you see the year of 2024 for logistics there?

This is probably my favorite question out of the bunch! I remember that more than 25 years ago when I was first planning on going to work in Africa, a few people who had experience working in Africa told me a common story. They said, “Once you get over to Africa and spend even just a little time there, you will soon realize that Africa gets in your blood! You will want to continue working with the African people as they are a very amazing people with incredible cultures, and you’ll find it hard to go ’home’ when the time comes.” Well, Africa certainly got into my blood from the very start.

What has intrigued me over time is the thirst for education and development, being part of the training of local staff, watching staff learn the business and move into positions once held by expats who came with many years of expertise. On another note, watching a nation literally be transformed and fitting into the global economy in such a short period of time has been a privilege. The culture intrigues me, the opportunities intrigue me, the success stories of both individuals and companies intrigue me, and I could go on and on.

I can certainly say that 2024 is going to be a great year for Akon-Donluis as the company plans to have the grand-opening and ribbon cutting ceremony of its new warehouse in Malabo, hopefully during the second quarter of next year. The warehouse will bring additional cargo space, add opportunities for local workers to have jobs and build their skills, and will provide the company with additional resources to be able to do their job for its clients with even better results than ever before!

How is it best for our readers to reach you?

I can be reached at: Telephone (including WhatsApp): +1-954-805-6450 -orEmail: heather.woodcock@akon-donluis.com 297

Video Interview: Freight Agency – UK & Ghana

Richard Smith Sales and Marketing Director at Freight Agency Ltd was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

Video Interview: DSV

Sune Thorleifsson, Director, Global Sea Chartering at DSV interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.

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Complex has never been more simple!

We don’t just do planning and project management.

We give detailed advice and identify issues, before they become problems, without ever losing track of quality assurance.

We can do that because we have more than 100 experts, in Denmark alone, that make sure that you have access to the best transport engineering in the business.

We use our expertise in special equipment and infrastructure (and all the challenges it creates) to ensure the smoothest journey for your goods.

That means that we have often surveyed sites and routes before your goods arrive. Just to make absolutely sure, that your transport is safe - no matter what the map says.

And when it comes to project transport, size matters. And not just the size of your goods - the size of our business matters too.

Our size allows us to have global charter services for both air and sea transport.

That means that your goods never leave our purview.

It also allows us to be ready for loading and offloading where you need us to be. We have extensive experience

with barges, heavy hauling, crane, and skidding - and everything in between.

You can take comfort in the knowledge that we are certified ISO 9001, 18001, and 45001 - or the fact that we have done successful project logistics for more than 50 years.

We got you. Whether it’s 110 meters long, weighs 1000 tonnes or is 35 meters high.

Because that’s our talent – making the complex simpler for you.

Want to know more?

Visit our website or email us at dsvprojects@dk.dsv.com

Featured Video Visiting Antofagasta, Chile And Surroundings Editor’s Note: Visiting Antofagasta and surrounding which are very desert and moon-like, but don’t be fooled by the barren landscape it contains “gold” so to speak – last time in Antofagasta for me was some 20 years ago – my father was in Antofagasta 1957… hard to fathom.

Featured Photo Editor’s Note: Coli Shipping in Hamburg are among the more innovative shipowners, operators and logistics providers that we know of. They were involved in this project recently consisting of deliveries to Japan!

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Wise Words

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PROJECT CARGO WEEKLY Interviews with Project Forwarding and Shipping Industry Professionals

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FOLLOW PCW www.projectcargo-weekly.com Copyright 2024 - Project Cargo Weekly Part of CLC Projects Group This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 Unported License.