It is now the end of 2024, and we are here with our 2024 Yearbook which I hope you will find as interesting as the previous yearbook issues that we have published once a year since 2019.
Project Cargo Weekly was originally started in 2016 with our very first issue published on October 6th, 2016. For me to think that it is already 8 years ago reminds me again & again about just how fast the time is passing, particularly when you are enjoying the work you do.
The year of 2024 has been good for most in shipping. Shipowners, in particular, are said to have never had a better year ever income-wise. However, from a customer service perspective, it is also a year that has seen more complaints than ever, from both freight forwarders and shippers alike on the services and reliability offered by the lines. From the standpoint of PCW, knowing shipping lines, freight forwarders, and a bunch of OEM (origin equipment manufacturers), it is our hope that there will be a solid balance between service and demand, so that it becomes neither too expensive to ship out nor too cheap. Yet, that is, of course, part of the market cycle as it all goes up and down. One thing that this newsletter never liked is that someone will offer lousy service just because times are good. That is what we could call “arrogance” and that is never to be condoned.
The year of 2024 was also a special year for me for another reason: my mentor and a beacon of light for me in shipping from the early days in 1979-1980 when I started, Bue Drewsen, my father passed on the 20th of November. That was indeed a huge loss. I do rest in the fact that he became almost 88, and thus lived his life to the full. That was also his motto which I have "taken over": Live life to the full, and better to regret what you did that what you didn't do!
Our yearbook is a compilation of interviews of the past year, both written and visual (video). As usual, all of the interviews in this edition are clickable. We have restricted the number of advertisers to a maximum of 24 which means that the yearbook is not cluttered with ads. This enables you to have an unbroken reading experience overall.
We thank everyone who contributed to this yearbook with their interviews, input, and supporting ads. We also thank the shipping community overall for reading PCW which, from the New Year of 2025, will be published once a month on the 15th of every month except July.
In the new year, we will continue to provide you with in-depth interviews, no-nonsense reporting, trade intelligence, shipping news and wise words as we feel in total agreement with the saying that: "If it ain't broke, don't fix it".
With those words I wish you health, happiness, and prosperity in the year of 2025, and may your God be with you always!
Until January 15, 2025, I remain,
With best regards,
Yours sincerely,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com Editor in Chief of Project Cargo Weekly
PCW 2024 YEARBOOK COVER
UNITED HEAVY LIFT
EDITORIAL
BBC CHARTERING
TABLE OF CONTENTS
COLI SHIPPING
WEEK #2 – 2024
VIDEO INTERVIEW: BO H. DREWSEN – PCW EDITOR IN CHIEF
CB FENTON – PANAMA [FROM THE ARCHIVES] VIDEO INTERVIEW: COLI SCHIFFAHRT & TRANSPORT BREMEN GMBH
AIR CARGO AFRICA
CLC PROJECTS NETWORK
WEEK #48 – 2024
VIDEO INTERVIEW: LIBURNIA GROUP
VIDEO INTERVIEW: INTERNATIONAL WINDSHIP ASSOCIATION
VIDEO INTERVIEW: PORT OF ABERDEEN
PROJECT CARGO WEEKLY WEEK #50 – 2024
VIDEO INTERVIEW: ZENITH INTERNATIONAL FREIGHT GROUP
VIDEO INTERVIEW: ADEONA GLOBAL TIANJIN JUYUAN INTERNATIONAL FORWARDING CO., LTD. (TJIF) – TIANJIN, CHINA
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M/V Rike passenger Bridges Barcelona / Singapore
ABB Vanessa at Singapore, on 23.04.2024
Week #02 – 2024
January 11, 2024
Editorial
Dear Readers,
It is Thursday the 11th of January, 2024, and we have entered a New Year!
For me, it means turning 61 in a month, and for our wonderful Danish Queen, it means also the year …. the month when she will abdicate. Funnily enough, speaking of that, I am right now in Australia which in many ways is the “lucky country”. Our Queen to be is actually from Tasmania/Australia. She married our crown prince Frederik, and she is indeed popular. Her popularity also helped me when checking in at the local airport where you might say that Qantas (like SAS) are running a ‘service-low’ airline countrywide. I mentioned for fun that I was from Denmark and should receive “special attention”. Most had a laugh about it and were not offended like so many PC can be these days.
Freedom is under attack in many ways, and several countries around the world seem to find solace in being BRICS partners etc. What it often boils down to is greed. Do the ones telling you they are “green” protect the environment or are they just plain greedy?
I arrived here (Australia) via Qatar/Perth and am now in Melbourne and had a nice time onboard the Airbus A380 with a couple of mining guys (FIFO fly in/fly out) in the back. We quickly came to an agreement about the “green hoax” which means that everything which is woke nowadays or connected to political correctness is in fact “tyranny with manners” as the old US gun-slinger Charlton Heston correctly stated.
Electrical cars? Yes it is wonderful—and I am sure that the child labour in Madagascar, Congo, etc. are happy that their USD 8/day remuneration is for the environment. Where are you TESLA/VOLVO mega corporations who can make a proper impact? You make sure the minerals and metals for your booming business are available, but how about working conditions? You COULD do more on this! Strutting the “green face” around leaves a bitter taste afterwards. Not to forget the Chinese investments which totally are for the “mother country”, and if anyone could care less about the environment then we know which country indeed.
About woke and putting people in their place, do see this sequence where a Swiss ignorant leftist is finally placed where she belongs…
It is indeed, like the US commentator says, a good lesson in telling someone off. They and many with her claim to be “cleaner than thou” but are in fact ignorant, dumb, and just ripe for take over by the very countries that are NOT democratic.
The EU has been grandstanding lately with a new migration pact. I lived in Malta from 2003-2006. The island of Lampedusa was the transit point. Now it is 2024… talk about a big thing for the EU (see here for the latest on the Italian Island of Lampedusa). Besides taking care of their own pensions, many of our EU politicians are indeed not following the times or the voters. Ah yes I forgot: they are NOT elected in. Like the useless president of the EU commission telling a democratic country that “we have tools” if the vote doesn’t go in the direction we want. EUSSR….
As for Russia, Belarus and China, part of the BRICS conglomerate, well, look at who is in charge there. “That should tell you a lot”, as the informer “Deep Throat” said to journalist Woodward in the garage after the Watergate break-in…
Now for shipping, today we have:
1.Being selfish, I re-publish an interview with the undersigned, so that any new-comers may know more about this newsletter and the editor’s background.
2.We visit Elkenz Maritime, a reputable shipowner in Turkey founded by an ex-marine captain, who tells us a story about the services they can offer.
3.Traveling by cargo ship is paradise… at least for me, so I re-publish 2 reports from my trip last year on mv Bright Sky. This year I shall go from Sri Lanka to Japan with COLI SHIPPING/CPC.
Until the 25th of January I remain…
With best regards,
Yours sincerely,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
We turn the tables on our Editor in Chief by interviewing him about his background in shipping, the places he has called home, traveling by container ship and more…
Elkenz Maritime – Turkey
Video Interview: Bo H. Drewsen – PCW Editor in Chief
Interview with Mr. Besim Tolga Buzluk Deputy General Manager
Could you, first of all Besim, tell our readers a bit about the history of Elkenz? Who are the owners?
We are a shipowner company located in Istanbul Turkiye [Turkey] with a fleet size of 11 multipurpose tweendecker vessels between 3.000 to 9.000 DWAT. The company was established by an ex-marine captain who can understand the risks and avoids them by taking the necessary precautions. We are providing transportation solutions to our clients with our experienced team and our management who have over 35 years of experience within the sector. Since 2000, we have been operating container line service from Turkey to Algeria and providing worldwide breakbulk and project cargo service. The secret of our exclusive high-quality service is our reliable and experienced business partners, strong agency network and our MPP fleet. Our target is to be the long-term and reliable partners of our clients.
I understand that you are running a regular container service into Algeria. Can you tell our readers more about it? Would you be able to accept breakbulk cargo as well onboard, and what ports do you regularly call?
The service we are providing is weekly and being performed by our own vessels and our own container fleet of about 2000 Teus. For the container line, our loading port is at Istanbul/Ambarli, and we discharge full containers at Oran. For breakbulk cargoes, in combination with containers, we can load any port enroute and discharge in all Algerian ports. We have our own offices in Algeria and are providing inland transportation as well.
In Turkey, there is a lot of competition in shipping and freight forwarding. What makes you stand out in your view? What are the main advantages of using Elkenz?
In terms of container service, our transit time is the shortest. Excluding custom formalities, our clients are reaching the Algerian market within 5-6 days.
We primarily focus on serving local clients. Our commitment revolves around understanding and meeting the specific needs of our local customer base.
Regarding breakbulk and project cargoes, our experienced team provides flexible solutions which are reliable and cost effective.
Could you elaborate a bit for our readers about the projects or shipments you have handled? Could you give us any examples? Say, for example, that there is a major project coming into Libya and not Algeria, would you be able to solve that as well?
We have been experts in the transportation of steel pipes for more than fifteen years, with a proven track record of efficiently and safely delivering shipments to various destinations. Our dedicated team, state-of-the-art logistics solutions, and commitment to timely deliveries set us apart in the industry. Recently, we completed a project of more than 1 million CBM large diameter steel pipes from Turkiye to Morocco with our own fleet in about a year. Previously, we also completed another steel pipe project which is about 2 million CBM from Turkiye to Algeria (Hassi Messaoud Oil Field which is located in the Ouargla Province) including land transportation and storage at the final destination. The Algerian project, which spanned about 2 years, entailed the coordinated efforts of hundreds of vessels and thousands of trucks for inland transportation.
Do you also handle project cargoes domestically in Turkey? In other words, can you arrange inland transport in Turkey and even transhipment to Iraq for example?
We have our own land fleet, depot, and handling equipment in Istanbul/Turkiye which lets us provide inland transportation and storage service as well. Transhipment via land transportation is not in our scope.
How do you view the year we have just started 2024? What is in your crystal ball?
Our hope is, of course, a significant improvement in the market. However, our expectation is different. In 2024, we expect the market to be stable or a little bit higher. Due to new emission rules and for the sake of a better world, our company strategy as a shipowner for the future is to have vessels which are energy efficient supported by renewable energy sources such as wind or solar.
How would it be best for our readers to get in touch with you?
Please visit our webpage from www.elkenz.com or send emails to elkenz@elkenz.com
Featured Video
Aqua Spirit Bar at Middle Road, Hong Kong
Editor’s Note:
PCW is starting the 2024 season in a relaxed mood thus I have chosen this great video overlooking the Victoria Harbour and Hong Kong Island from the rooftop nightclub called Aqua on Middle Road, Hong Kong. Although there were not many ships to be seen, the skyline was incredible!
Editor’s Note:
Staying in Hong Kong we also share a great photo from the regional CLC Projects & Cross Ocean meeting that took place on the 15th of December and was covered by the undersigned as editor of Project Cargo Weekly. A great day indeed!
Featured Photo
Wise Words
Week #04 – 2024
January 25, 2024
Dear Readers,
It is Thursday January the 25th, and it is time for Project Cargo Weekly again.
I must admit that jet-lag really got to me big time after this latest trip. It was my own foolish planning that made me think that I could fly Stockholm via Qatar – Perth – Melbourne to Santiago in a week and still be “normal” on arrival… including meetings, etc. I now know what it means to be in a zombie state of mind. I slept for a solid 2 days and was still groggy. In fact, it was only a week later that I kind of felt normal. Well, that should teach me a lesson – I am no longer 20 but going on 61 in less than a month!
On a positive note… You may remember that the first newsletter of the year (published on Jan 11) had a link in the editorial to a verbal confrontation between renowned writer Douglas Murray and a Swiss activist. That link actually received 8000+ clicks.
As you know, whenever you click something it is recorded somewhere, so yes, we are all monitored one way or the other… more so in China I suppose with cameras everywhere and social scores being kept on its population. Control and monitoring is good as long as there are checks and balances in place and not misused by unscrupulous dictators whomever they may be. I also read the book that Edward Snowden published about the NSA in the US. So don’t believe that we are necessarily that much better in the West. It is only that there is the
possibility of replacing the government, something that doesn’t exist in some other countries.
I am off to Uruguay visiting Montevideo this week. Then after 3 days of meetings there, I shall fly into Dubai where I will spend 10 days attending the www.clcprojects.com and www.cross-ocean.com global membership conference. Following that I will attend the Breakbulk Middle East event. If you want to meet me in person, come to stand J45 on either of the expo days, and we can have a talk or schedule an interview. I have already agreed to meet with DHL for an interview and more are likely to come.
The shipping world is now again on the up and up. First during COVID19 the golden spoon was available. Then it was replaced by a normal IKEA spoon as COVID19 abated. Now the golden spoon is back again thanks to some rocket savvy rebels in Yemen who seem to know how to fire rockets indiscriminately at any vessel and also being able to hi-jack on occasion. This is a serious threat to free global trade. One can only hope that the Arab nations including Saudi Arabia and Egypt (who also stand to lose enormously from both Suez Canal transit income and from port developments such as NEOM in Saudi if this continues) will get involved. On the back of crises, rogue states often thrive, and regrettably, one of the most profitable industries worldwide is the weapons trade. I suppose many have a finger in the pie there and no one is 100% clean.
Not good for the environment either, ships need to sail the “long road” south of Africa towards Europe – perhaps some of our “green activists” could meet up with the rebels in Yemen and discuss the green agenda with them and the effect on climate change… ☺.
It was interesting to note that Maersk and Hapag are joining forces in 2025. One is known to be freight forwarder friendly the other one known NOT to be… I wonder what kind of policy will be in place for 2025 — perhaps every 2nd vessel will be friendly / unfriendly ☺.
On the shipping front today, we really have some interesting interviews in store:
1.We visit the country of Trinidad. Who knew that they are a major methanol exporter and also have an asphalt lake? Incredible as I always thought it was just tourism there… We speak to the owner of ISL TRINIDAD, a major logistics company.
2.We then interview WANGFOONG in Hong Kong, a very respected and a long-standing historical company with an HQ in Asia’s world city. They have done and can execute many projects particularly in South China, Macau and Hong Kong.
3.Finally, we visit a beautiful country that will now be able to see many more ships on the horizon… i.e., South Africa. We speak to AFRIKAN LOGISTICS in the wonderful and favourite city of mine, CAPE TOWN. A good choice for logistics solutions in South Africa.
Finally, before rounding out this editorial, please make a note that the next regular issue on the 8th of February is cancelled. It will be replaced by the PCW Yearbook on the 15th of February.
Then we are back in gear with a “normal issue” on the 22nd of February and then again every 2nd Thursday as usual…
Wishing you well and hope that you are lucky, healthy and prosperous in 2024!
With best regards,
Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Christian Laughlin, Group Director of Projects at International Shipping Limited (ISL) is interviewed by Bo H.Drewsen, Editor in Chief at PCW.
Wangfoong – Hong Kong
Video Interview: ISL – Trinidad
Interview with Ms. Teresa Szeto Director
First of all Teresa, what can you tell our readers about the history and ownership of Wangfoong?
Wangfoong was jointly established by the Wang Tak Group and HSBC in 1980. In 1987, it became a wholly-owned, private company by the Wang Tak Group. We are an asset-based company with headquarters in Hong Kong and branch offices in mainland China. Wangfoong is an international freight forwarder and a transport specialist. We provide air/sea, project cargo, warehouse and logistics, trucking services and operate daily feeders between Hong Kong and the Pearl River Delta. Wangfoong also owns and operates its own fleet of vessels and warehouses and also operates a depot with waterfront.
I visited Hong Kong originally in 1986 and remember your distinct logo on many craned barges so typical for Hong Kong. Was that and is that still a major part of your business?`
It is certainly a major part of our business. In Hong Kong there is no breakbulk terminal. All breakbulk vessels need to berth at anchorage. Hence, our barges are frequently used to collect and deliver breakbulk cargo alongside the mother vessels. Besides, there are quite a few outlying islands and artificial islands in Hong Kong on which some power plants and government facilities are located. We are experienced in loading and discharging oversize and heavy cargo to/from these islands.
One of our recent projects included a delivery of 6 transformers from Hong Kong anchorage to Macau and positioning the transformers to different transformer bays in the power station. This project involved a heavy lift floating crane, derrick barges, SPMT, jacking and skidding, in addition to all the required tasks for pre-delivery planning such as route planning, method statement, risk assessment, applying all formalities with the relevant government departments, obtaining all required permits and arranging police escorts, etc. It is a good showcase of our capabilities.
Wangfoong Depot
Today in 2024, what is the main focus of Wangfoong? You are also a major international freight and project freight forwarder, right? Please tell us more about some of the projects that you have handled if possible.
In 2024, Wangfoong will deploy additional resources to develop more overseas partners to expand both project cargo and international freight business for both import and export.
Some recent project references:
•Breakbulk cargo and containers to CLP Power Plant Station (Jan 2022 – on-going) – midstream receiving by barges from inbound mother vessel, discharged cargo by floating cranes and trucking to unloading area.
•Shipping of
of
•CO2 Tanks delivery and erection at Hong Kong Desalination Plant – midstream collection of cargo by barges, discharging of cargo by floating crane, trucking to unloading area, positioning and erection of the tanks by tandem lifting of mobile cranes.
Rotary Kiln from Singapore to Hong Kong – transhipment
cargo from Europe via Singapore to Hong Kong by RORO vessel.
•Tanks delivery and erection for a hospital – collection of cargo at container terminal, trucking to site, positioning and erection of the tanks by mobile cranes.
•Generator set delivery to rooftop of Macau Ferry Terminal by derrick barge.
•Removal of Flight Simulator (Gulfstream G550) at the Hong Kong International Airport – rigging, packing, lifting down of simulator parts by mobile crane, trucking to terminal and export by sea.
•RO-rack delivery to Hong Kong Desalination Plant – transport of structure over 9m from Northern China to Hong Kong by deck barge and discharged by floating crane to site.
•Delivery of 6 transformers from Hong Kong to Macau power station – midstream receiving of cargo by barges from inbound mother vessels, transport of cargo from Hong Kong to Macau by barges, discharged cargo by floating crane, trucking of cargo to power plant by SPMT and positioning of transformers to bays by jacking and skidding.
•Shipping of 28m yacht from Italy to Hong Kong by breakbulk vessel – received the yacht at sea and towed the yacht to berth at a yacht club, assisted with the application for the required licences.
•Delivery of rails ranging from 4m to 34m – receiving from RORO vessels, breakbulk vessels and cargo air freighter to inland depots (ongoing since 2017).
Do you belong to any specific overseas networks, and where, if any, do you have offices outside Hong Kong at the moment?
We are a member of WCA Project Network, Worldwide Project Consortium and Project Professionals Group.
We have offices in Guangzhou, Shanghai, Shekou, Zhuhai and Zhongshan.
Whom should our readers contact at Wangfoong, and how is it best to reach you for information and quotes?
The primary contact for information and quotes is Ms. Cecily Chan, Project Lead and Senior Manager, Corporate Sales and Marketing.
Her email address is cecily.chan@wangfoong.com.hk and her phone number is (852) 2544-9611.
Of course, you can also contact me at t.szeto@wangfoong.com.hk
Website: https://www.wangfoong.com.hk/
Floating Crane Barge
Afrikan Logistics – Cape Town, South Africa
General Manager
Who are the owners of the company?
The owners are Peet Pretorius, Director and Rita Pretorius, General Manager
Interview with Mrs. Rita Pretorius
Tell us about your speciality, if any, and what you believe are the strong points of Afrikan Logistics.
As Afrikan Logistics, we believe that frequent updates and communication with our clients form the basis of good customer service, especially in our industry. This combined with a “we can” attitude means that our client’s challenges, obstacles and frustrations are overcome with cost-effective and timely solutions.
There are many logistics companies in South Africa. Why would you say that you should be the first one to call?
Afrikan Logistics offers more than just transportation; we provide an end-to-end solution that includes portto-door logistics, warehousing, and distribution centre functionality. Our road freight network solutions offer services and support as far as the DRC.
This comprehensive service allows us and our clients to focus on core business while we handle the complexities of shipping.
Have you got experience in handling or transporting projects or such related cargoes? If so, could you provide our readers with a few examples?
Afrikan Logistics was involved in the following Watertronics Projects: ROMANIA
1000Ha irrigation in Romanian Agriculture.
Pump stations designed and built by Watertronics, South Africa, and exported by Afrikan Logistics (Pty) Ltd in Container loads via Sea freight.
–POL Cape Town, South Africa
–POD Port of Constanta, Romania
FINAL PROJECT
2 pump stations, 1 large river extraction, and a second infield irrigation pump station. Delivered on time via sea and road freight from Port CPT to Site in Romania.
250 Ha irrigation, lake extraction, 3 pumps on barges to feed centre pivot irrigation. 1.Preparation, 2. In Transport, 3. Installation
MALAWI
Some of the smaller items were taken off the truck in Kasungu and the remaining large items were taken off in Lilongwe.
Designed and built by Watertronics in South Africa.
Delivered via road freight from Cape Town to Lilongwe to site, on time by Afrikan Logistics (Pty) Ltd team.
2000 Ha Irrigation, Malanje Province, Irrigation for the Cotton and Soya farmers.
Afrikan Logistics once again assisted with the delivery of the cargo on time to the site for the client Watertronics.
Watertronics installation team on-site in Angola
ANGOLA
1. Building of special loading crates, 2. Cargo ready for transportation, 3. Loading crates, 4. Adhering to loading instructions
Cape Town is a world-famous port. It has not gone unnoticed that there are several problems right now with some ports in your beautiful country. Can you give our readers an update and possibly give them a tip on what/how to do if having import/export nowadays to South Africa?
As mentioned, the Port of Cape Town and for that matter all other ports in South Africa, do undergo certain challenges due to all the changes taking place in the political landscape in our country, with particular reference to the Western Cape moving forward at a much greater pace than the rest of the country.
Plus, the Cape Town port is more export-oriented because of the agricultural exports moving through the Cape Town terminals. The underlying cause of the majority of the problems that we experience in the Cape Town port is the lack of funding to maintain, upgrade or purchase new equipment.
There are frequent discussions and workshops between the industry and industry forums (like the Exporters Western Cape) and TNPA (Transnet National Port Authority) together with the Government of the Western Cape to discuss proposals and solutions to address the challenges in the port of Cape Town.
Angola installation site
The Port of Cape Town is very much open for business – just look at the 53% increase in maritime traffic around the Cape of Good Hope since the Red Sea issues in October 2023.
Afrikan Logistics is a proud member of the “independent voice of the export industry” in the Western Cape, called Exporters Western Cape, which is a completely independent body, funded only by its members. Exporters Western Cape is also an affiliated member of the PCC (Port Consultative Committee) and directly reports to the National PCC, the Minister of Transport and the Minister of Public Enterprises.
These affiliations enable Afrikan Logistics to provide a better service solution for our clients and in case of any challenges regarding the port of Cape Town we have access to push things up the chain of command to resolve the issues in a timely manner.
We are strongly supportive of the Western Cape Government and the City of Cape Town’s initiatives to ensure the port of Cape Town’s rightful place on the Global stage.
Are you able to facilitate inland transport via South African ports (given the constraints above, of course)?
•Yes, Afrikan Logistics arranges inland transport and even cross-border road transport even as far as the DRC, and this is going to come more into play when the African Continental Free Trade Area (AfCFTA) Agreement comes into force •2024 could and should be a good year, although there are so many outside factors that can influence this, like the Red Sea issue and the Ukraine/Russia situation.
On an international scale, how does Afrikan Logistics try to have a “larger” presence?Are you currently part of any networks?
Afrikan Logistics is a proud member of CLC Projects, which is a network of small- and medium-sized project freight forwarders.
If you look into your crystal ball, what do you foresee for the year 2024?
Afrikan Logistics is working more closely with our international network members to better assist our local export customers and to further grow our clearing and forwarding market share in the Southern African region. We are in the process of evaluating other properties that will give us bigger warehouse floor space to expand our storage offering to local and international clients. Further investing in expanding our tail-lift fleet will allow us to serve more clients simultaneously, especially airfreight clients without loading facilities on site.
How would it be best for our readers to reach you?
Afrikan Logistics (PTY) Ltd
11 & 12 Boston Circle
Matroosfontein 7490
Tel: +27-21-200 8200
Mobile: +27-82-447 0312
Email: rita@afrikanlogistics.com
Email: info@afrikanlogistics.com
Website: www.afrikanlogistics.com
Afrikan Logistics plays an important role in the clearing and forwarding sector and also in the transporting of General Cargo to heavy and oversized cargo, including wind turbines, which are critical for the renewable energy sector. Wind turbines are large and heavy thus require specialized transport services due to their size and weight. Afrikan Logistics, known for its expertise in handling logistics for industrial and energy projects, provides End to End transportation solutions for these types of Cargo.
WHEN TRANSPORTING WIND TURBINES, AFRIKAN LOGISTICS WOULD TYPICALLY HANDLE
Route Planning: Ensuring that the route is feasible for the oversized components, which often includes analysing road conditions, bridge capacities and heights, and the need for any road modifications or permits.
Heavy Lift Equipment: Transporting wind turbine components (like the nacelle, tower segments, blades, and subcomponents) requires specialized trailers and cranes capable of handling extremely heavy and large items. Afrikan Logistics would use heavy-duty equipment designed for such loads.
Permitting and Compliance: Given the size and nature of the cargo, Afrikan Logistics would need to acquire specific permits and comply with local regulations for transporting oversized and heavy loads.
Coordination and Timing: Logistics management is crucial in synchronizing the transport of various turbine components, ensuring that they arrive at the installation site on time and in good condition. This could involve managing multiple transport routes and staging areas.
Delivery to Wind Farm Sites: Afrikan Logistics would also manage the final delivery to remote or hard-to-reach locations where wind farms are constructed, often in rural or semi-desert regions of Namibia or neighbouring countries.
Wind turbine transportation requires careful coordination, experienced drivers, and specialized equipment — qualities that Afrikan Logistics is known to provide, ensuring the safe and efficient delivery of any size cargo to various parts in the Southern African region.
Some examples of wind energy projects in Namibia that have required or will require import and transporting solutions in Namibia:
Luderitz Wind Power Project - near the coastal town of Lüderitz.
Omaruru Wind Farm - which may require extensive transport solutions for its components.
Goanikontes Wind Farm - located near the Skeleton Coast, is another example of a site where transportation logistics must be carefully planned.
Hydrogen Project - $10 BN Hydrogen Project underway in Namibia.
Please make contact with Afrikan Logistics if you require any assistance with your logistical needs in the Southern Africa Region!
Featured Video
Crossing the River Between Guaruja and Santos in Brazil
Editor’s Note:
Santos is an impressive port. Guaruja is the place where the Paulistas take their holidays due to the nice beaches, or so I am told…
Editor’s Note:
On the LATAM flight from Melbourne to Santiago I took this shot of the live flight path tracker. Truly a feeling of being in the middle of nowhere. However decent my swimming skills are they wouldn’t have helped in this vast open ocean… but we made it safely to Santiago, although the LATAM service could do with a major upgrade even in Y-class.
Featured Photo
Wise Words
Week #08 – 2024
February 23, 2024
Dear Readers,
It is Thursday the 22nd of February, and we are back with our regular programme.
It has been a while since I wrote an editorial, and it was mainly due to the recent long visit to Dubai attending the www.clcprojects.com & www.cross-ocean.com Global Network Meeting (see picture here); in addition to attending the now famous Breakbulk Expo Middle East. I believe I met with some 250 people in less than 6 days, but overall, that is indeed what shipping is all about. Meeting and greeting. People move around a lot nowadays, but somehow they often remain the same, so the one you may talk trash about one week may be your boss the following week. “Never burn bridges” and “keep all doors open” seems to be the right policies nowadays.
Companies evolve, and once they become too big and drown in admin, politics and in-fighting, then the clever people leave. They are then replaced by others, and the circle goes on. Besides the network meeting and Breakbulk, I also attended 2 great parties and didn’t find time for the last one (Cosco Shipping) . One party that stood out in quality, ambience, food and drink of the highest standard was the www.aalshipping.com party. Being kind of the replacement for the now defunct Rickmers Linie RTW Service, AAL Shipping has grown to become a major player not just in regional China/Australia trade but also now across the Pacific and from Europe to Indian Subcontinent and Asia. If I was a cargo owner and my bookings followed the quality of the party event, they would get the shipment☺.
Writing this editorial from Stockholm (where I am right now visiting with family and kids before yet another trip) and where darkness and winter still prevails makes, me of course long for the light. I find the winters and dark hours harder to take as I grow older, and in the week passed, I turned 61. I had lunch yesterday with a friend of mine who turned 64 just 3 days after me, and he told me that some of his friends have started to pass. I also think about life and enjoying it to the fullest; appreciating every minute. This means removing obstacles to happiness and living my own life without listening too much to what other people suggest that I do. It is
always easier for other people to ‘clean windows’ which do not belong to themselves. As the saying goes: “You got trouble in your marriage? just tell me all about it and I will guide you”…but your own problems you cannot sort out. Rings a bell, doesn’t it ? I repeat the phrase that a friend of mine told me when I was in doubt: “Better regret what you did than what you didn’t do.” I think this sentence says it all. Finding out that you have lived a life that is not your own and overly pleasing other people is not the meaning of life. That doesn’t mean that you need to be selfish, greedy, stingy, and/or always protective of your own demands, but it does mean that you should put on the oxygen mask yourself first when the plane loses cabin pressure… if you know what I mean.
I felt very invigorated from the recent trip, particularly because Project Cargo Weekly is now pretty wellknown. Besides the writings in my editorial, interviews, etc., it is all about networking and “rings in the water” … spreading the word from one to the next so there is no stopping it. But networking is hard work; you need to hang in there. You cannot only keep in touch when you need something. You also must do something yourself even when it is not always in your own interest.
It costs money to earn money. I have met a few who believe they can save their way through life and who always seem to need to go to the restroom when the bill is to be paid. You met some of them, haven’t you? Jokes abound about some people famous for being stingy. In this particular regard, the Dutch come to mind, and even when I worked as the agent of Scottish Ben Line where they said that a Ben Line ship could always be spotted in the horizon because there were no seagulls following it☺. They say that the Grand Canyon was actually created by Dutch immigrants who lost some coins..☺, but trust me: that could have been said about some people from other countries, too. There are jokes about everyone and about every country, but in our politically correct times, we must be very careful as people easily take “offense” and unless you are greener or holier than thou, then you do not belong to the “good people”.
Generally, I would say we need to sharpen our skills overall in Europe if we are to stand a chance against countries with leaderships which have only one goal: world domination. There are some people and countries out there for whom democracy and the rule of law are mere phrases. In fact, such “obstacles” are seen as weakness, yet the offspring of the leaders still want our universities and their “comrades” need our banks. Let us see… The fact that there is an election in the European parliament and just being able to vote is something I guess – if only they would then listen to the people once they get into the ivory towers.
I shall be traveling onboard a cargo ship from Portugal to Japan on or about the 7th of March for 45 days around the Cape due to the Red Sea situation. Thus, PCW will be absent between 7th of March and 25th of April. However, travel reports will be published on what hopefully becomes an epic voyage with www. asiabreakbulk.com
I am looking forward to it very much. What is the point of planning for such a trip when I no longer can walk up the gangway?
Now back to our business which, of course, is interviewing industry movers and shakers of different origins and “beliefs”. In today’s issue we have:
1. ALFAYHA SHIPPING in Oman – a most beautiful country which I can recommend
2. RORO Shipping Company of Panama – a country famous for a certain canal
3. MAGEMAR LOGISTICS Poland – a favourite country of mine
We also invite you to download the PCW Mobile App and follow us on LinkedIn.
I shall be back again on March 7th with the final issue before the ocean voyage to Japan! However, LinkedIn will have status updates if I am missed by anyone (lawyers, ex-wives, etc., etc.☺)
With best regards,
Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Interviews
Al Fayha Shipping
Interview with Mr. Suresh Kumar General Manager
Can you tell our readers about the history and ownership of Al Fayha Shipping?
Al Fayha Shipping was established in 1973. The company is part of the Al Fayha Group. Our group consists of 28 companies founded by the late Sh. Hamad Al Taie, a prominent business visionary. We are one of the oldest shipping agencies in Oman. The company is now under the ownership of Sh. Khalid Al Taie and Sh. Najeeb Al Taie.The company represented various container liner agencies, including CMA CGM in the past. Currently, our focus is more on project cargo, air and sea transport, and customs clearance. We have a team of highly experienced professionals in the field of shipping and logistics sector
Oman is a large country on the Arabian Peninsula. Can you elaborate on the ports which are normally used for commercial traffic including project cargoes?
Oman is a large country situated on the southern coast of Arabian Peninsula. It shares a land border with Saudi Arabia, the United Arab Emirates and Yemen.
Oman has 3 major commercial ports which can handle commercial traffic, including project cargo movements, with every port adding value to the business environment of the country:
•The Port of Salalah, situated in the southern region right on the major east-west shipping lanes, is a worldclass transshipment hub in the West Central Asian region. The terminal is managed by APM.
•The Port of Sohar in the north of Oman is a multipurpose terminal. It comprises an industrial and logistics complex and also a free zone. The container terminal “Oman International Container Terminal” is managed by Hutchison Port and The break bulk terminal is managed by C.Steinweg.
•The New Port, the “Port of Duqm” situated between Salalah and Muscat, is by far the largest economic ini-
tiative in Oman’s modern history, and is part of the SEZ of Duqm (special economic zone). The SEZ expects to attract major export-oriented Industries to accelerate the industrial growth in Oman.
The other ports in Oman are…
Port Sultan Qaboos or PSQ. The oldest commercial hub for containers and bulk cargos until 2014. Currently this port serves as a cruise terminal for tourist vessels.
Port of Shinas in the north of Oman is a small port to handle livestock.
Port of Khasab in the northern governorate of Musandam handles cruise vessels, ferry service, and country craft.
What can you tell us about the country of Oman? For example: what is the number of inhabitants; what is the name of the capital; and who are the main trading partners in the world for Oman?
Oman is one of the most beautiful countries in the Arabian Peninsula with a diverse geography. Natural beauty can be found everywhere. The people of Oman are known for their hospitality and friendly approach. It has the longest coastline among the GCC (Gulf Cooperation Council) countries.
It shares borders with the UAE in the north and Saudi Arabia in the west and Yemen in the south.
Oman’s economy remains strong. The revenue from the non-oil sector is expected to grow in the year 2024.
Oman’s population is close to 5.15 million of which 36% are expatriates.
The capital is Muscat, the most populated city in Oman, and the other main cities are Nizwa, Sohar, Ibri and Salalah.
Oman’s main trading partners are the UAE, China, India, Qatar, Europe, the USA and Saudi Arabia.
Al Fayha Shipping has been active for some years now. Do you also have experience in handling OOG or oversized cargoes? Could you provide us with some examples of cargoes handled?
Our company has been actively involved in handling OOG and oversized cargoes for two decades. We represent SARJAK Container Lines which is one of the prominent NVO carriers specialized in handling projects and oversized cargoes. We handled many OOG shipments for Oman.
Do you also see in Oman that some shipowners are acting as freight forwarders, too? What advantages would you say that a company like Al Fayha Shipping has in the market?
Yes, we see that. It is on the rise. Many shipowners and their agents are actively promoting freight forwarding activities to keep the customs clearance and other forwarding activities under one roof. This is creating tough competition for freight forwarders as the freight forwarder largely depends on the shipowners or their agents for competitive rates.
However, we still believe that the shipping line has limitations with regard to meeting the increasing demands from customers when it comes to customer service. The customers like to be pampered with regular and timely information and updates on their shipments which we believe a freight forwarder who is customer -riented can deliver more promptly.
Al Fayha Shipping is a well-known name in Oman, and many clients prefer to work with us due to our proven track record. We have the advantage of being client-friendly, and our service-oriented team always delivers the best solution to our clients as per their requirements.
Oman is bordering countries such as Yemen, Saudi Arabia, and the UAE. Can you also arrange transhipment via Omani ports to these destinations? Of course, the countries in question have their own direct ports but for reasons of conflict (for example in the case of Yemen), perhaps readers would like to know if this choice exists?
We can arrange transhipment to Saudi Arabia and the UAE via Omani Ports. There are cargo movements by land between Oman-UAE and Saudi Arabia due to the shortest transit time. Foodstuffs and medical products are given priority.
In the case of Yemen, customers are brining cargo to Yemen via the Salalah Port and clearance is done at the Salalah Yemen boarder. The customer in Yemen registers their name in Oman customs and appoints a clearing
agent to complete the customs clearance and then transport the container to the border. The cargo is unpacked at the Oman customs depot at the Yemeni border before it is delivered to the Yemeni customer.
It is still a very complex operation as the forwarding agent/clearing agent based in Oman/Salalah is unaware of the cargo loaded in the container other than what is declared in BL. If the cargo is different, the agent is held responsible. There is a risk when you deal with unknown customers.
I am told that Oman is a very beautiful country. Could you elaborate to our readers about places to visit in Oman?
Oman’s natural beauty can be found everywhere if you travel across Oman.
Below are some of the highlights worth visiting:
The Al Hajar mountain ranges which give picturesque locations for camping and sight-seeing. Also diverse with vast desert which is one of the beautiful vistas for sunset and other desert adventures. The ideal time to visit Oman is from November to March every year when the climate is at the most desirable levels for wandering around. Oman has got many historical and heritage places as well for those who want to explore the history and culture.
Some of the most popular places to visit in Oman are the capital city, Muscat with the Grand Mosque which is one of the largest in Oman and stunning for its architecture; the Al Alam Palace, the Mutrah Corniche and traditional souq. Also not to miss is the Grand Royal Opera House.
Nizwa and Bahla which are famous for the Forts and also the Rustaq Fort which lays down how rich is the heritage and culture of Oman.
For people who want to visit the natural beauty, there are Wadi Bani Khalid, Wadi Shab, Wadi Tanuf, Nakhal (famous for its hot water spring) and Sulphur Wadis. These natural wadis are in the interior of Oman. So some need trekking and some are accessible with vehicles. But the breathtaking and serene views they give for their visitors are truly amazing.
Jebel Shams is one of the highest peak in Oman with temperature reaching minus during the winter season and summers are not more than 25 deg Celsius.. The Grand Canyon of Oman is located at Jebel Shams.
Jebel Akhdar, 3000 feet above sea level, is the highest area in Oman. This is another mountain region which has a lot of terrace farming and has cultivation of roses, pomegranates, etc.
Wahiba Sands is the vast desert region where you can enjoy the dune bashing, camel rides and other adventures including camping with stunning views of the night sky.
In the south of Oman, Salalah is famous for its Khareef (monsoon) season from June to early September when Salalah receives the most rain. At this time, the mountains will be green and many springs and waterfalls will be active.
Sur Beach and the Ras Al Jinz Turtle Reserve are some of the other places not to be missed if visiting Oman.
How is it best for our readers to get in touch with you?
You can get in touch with me through email or phone. My contact details are as follows:Suresh Kumar
Email: sureshkumar@alfayhashipping.com
Direct Tel: 0096824814144
Mobile: 0096899335760
Office: 0096824814149 / 24812804 / 24812615
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.
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.
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.
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.
How would it be best for our readers to reach you?
You can reach our Team through the following mails:
For starters, what can you tell our readers about the history and ownership of Magemar Logistics?
At the beginning, I think it would be appropriate to provide some key facts and numbers about Magemar–Magetra Group. The Family Group has existed for more than 85 years and it is currently involved in transport, forwarding, logistics and added services. The Group provides door-to-door deepsea & shortsea transport, vessel chartering, road / rail / air transport, multimodal & intermodal transport, handling, storage, customs clearance, insurance and expertise & advice. Magemar–Magetra Group numbers around 600 staff members and has a global turnover of around 125 million euros. The companies within the group are located in Belgium (HQ), Luxembourg, France, Poland, Italy & China. Magemar–Magetra Group owns 3 warehouses in Belgium with a storage area of more than 20,000 m2, 360 trucks and trailers & 500 swap bodies. The Group also leases storage yards in Antwerp (BE) and Szczecin (PL) and manages its own train solutions both ways between Belgium & Italy (3 train departures each week).
As per your question, our history dates back to 1937 when Mr. Oscar Mairlot created the first company of the Group, Magemon, which specialized in warehousing and handling in the port of Liege in Belgium.
The Magetra Company which focuses on road transport & logistics was established in 1971 and is still operating today. During the years of its operation, it has acquired many companies while developing the scope and territory of its activities.
Interview with Mr. Szymon Lompe Business Development Manager
The Magemar Company responsible for maritime activities was founded in 1997 in Belgium and just two years later Magemar Poland was established (HQ located in Szczecin). Due to a big demand from the Polish market, the company rapidly developed domestic transport, its own shipping activity, and opened its own customs agency.
Year 2005 was key to us as Magemar Poland as it opened a second office in Gdynia mainly responsible for shipping of containers and full door-to-door service and customs formalities. The Magemar Poland Company gained an 80% share in the market of granite traffic to Poland and started directly to cooperate with the biggest granite traders and biggest Polish receivers in just 5 years from the moment the company was established. The Dongemar Company in Xiamen (China) was opened in 2006 to support both Magemar Belgium and Magemar Poland with increasing demand for containers handled from China. The company became associated in 2014 with its Chinese partner, the Hunicorn Company which is among the biggest and strongest forwarding companies in China.
Year 2022 was the most important year for us. Due to the significant increase of turnover and volumes of shipments handled as from 2005, the owners decided to create an independent company named Magemar Logistics (formerly a branch office of Magemar Poland).
It is worthwhile to say that it is a family-owned company. From the very beginning, the company has been passed from generation to generation and has remained in the hands of the same family up to the present day.
If you would like to find out more, please visit our website.
What made you decide to establish Magemar Logistics?
The beginnings of Magemar Logistics date back to 2005, when the Magemar Group decided to open an office
in Gdynia. Due to the increasing volume of goods coming to Poland, this was a necessary step for further development. Gdynia and neighbouring Gdansk have long been the main sea ports for the Polish market, so the presence in this location was more than obvious. These ports are now also important transit points for the Ukraine, the Czech Republic, Slovakia, all Scandinavian countries in the north, and other countries located in the Baltic Sea area. In 2022, we decided to change our name from Magemar Polska to Magemar Logistics. Together with our other partners in the group such as Magetra, Magemar and Dongemar, we are now a strong logistics company that can offer all modes of transport such as sea, air, road and rail.
I understand that one of the specialities of Magemar is Short Sea logistics. Can you tell us more?
We should start with the definition of Shortsea Shipping. It is maritime transport which enables trade between nearby ports. Magemar Logistics offers multimodal transport characterized by the possibility of transporting goods in containers while using various types of transport, primarily sea, rail, inland water and road transport as part of short sea shipping services. It creates endless opportunities to provide alternative service products in comparison to typical road transport. The solutions we provide are very cost-effective and eco-friendly due to the scale effect (the possibility of transporting a much greater number of containers at one time by barge, train or ship). The so-called “scale effect” significantly reduces the structure of unit transport cost, in this particular case the cost of transport of a single container.
According to the Eurostat, the definition of Short Sea Shipping is sea transport carried out over relatively short distances, which is the opposite of intercontinental sea transport called Deep Sea Shipping. Regarding the geographical scope, Eurostat takes into account trade exchange between European Union countries, countries associated with the EU, EU candidate countries, and also countries in the Mediterranean and Black Sea. In the case of most of key transport routes, Magemar Logistics can offer direct service products since we offer the possibility of shipping containers from Polish, German, Dutch and Belgian ports. We focus mainly on development of the traffic from Poland to Great Britain, Ireland, Spain, Portugal and Scandinavian countries (Norway, Sweden, Finland) in case of northern Europe. We use the port of Koper in Slovenia frequently in the case of shipments to some countries located in the Mediterranean and offer our clients a much shorter transit time and reduce significantly the risk of possible delays due to fact that we use direct connections of vessels (reduce the number of transshipments involved during the transport process). The knowledge about transport routes coverage of particular shipping lines, the possibility of using specific intermodal operators to connect inland part of the transport with key ports, and the knowledge of implementation of crossdocking solutions in case of some inquiries allows us to precisely select the resources, equipment and method of delivery in order to carry out the door-to-door forwarding order according to our client’s needs and expectations.
I would like to also point out the main benefits of Shortsea transport:
1)LOWER COSTS OF TRANSPORT (SAVINGS) – we analyse the delivery process of our clients and suggest solutions that actually reduce costs. We recommend the optimal container size, transport route, and delivery schedule.
2)DOOR-TO-DOOR DELIVERY IN A TIMELY MANNER (ON TIME) – we plan various means of transport and meet delivery schedules. We efficiently manage large delivery streams, guaranteeing unloading in the indicated slots, thus ensuring the continuity of deliveries.
3)VARIOUS EQUIPMENT TYPES – we analyse our clients’ inquiries and suggest the optimal equipment type, the most popular are 20-foot and 40-foot containers and 45′ High Cube Pallet Wide (HCPW) containers, which can fit 33 Euro pallets, the same amount of pallets that can be transported with a standard tarp trailer. Special equipment is also available upon request (for example controlled temperature, open top & flat rack containers).
4)CARGO SECURITY (UNDER CONTROL) – we transport cargo in sealed containers and use guarded and monitored trans-shipment sites to prevent unauthorized access to the goods.
5)CARE FOR THE ENVIRONMENT (IT’S WORTH TRANSPORTING RESPONSIBLY) – by promoting multi-modal transport, which is much more environmentally-friendly and significantly reduces CO2 emissions in comparison to road transport, we act ecologically.
6)GREATER LOAD WEIGHT (WE MOVE MORE FOR LESS) – we carry a higher gross weight of goods in containers – up to 26 tonnes per transport, higher DMC. If necessary, we store goods in containers at no extra cost for days off in port.
7)STOCK CONTROL (REGULARLY) – we monitor delivery processes, especially in the case of homogeneous, fast-moving goods, which allows for ongoing re-stocking and helps avoid shortages and critical points.
If you would like to find out more, https://magemarlog.pl/en/services/
There are many logistics companies in Poland. In your own words, why do you believe that customers should contact you first?
It is actually a very good question as there are a lot of transport & forwarding companies in Poland. The answer is actually very simple:
•the knowledge and experience we have gained already during the arrangement process of hundreds of thousands of transport orders arranged from the moment the office in Gdynia was opened
•the conclusions which were drawn from failures
•the very wide portfolio of services we provide
•the everyday passion in what we do
•our loyalty not only to our customers but also vendors
•and the open mind we always have to solve problems together.
I really say those words from the bottom of my heart as from the very beginning I have worked for this company, I knew that I’m at the right place with the right people to offer the best possible door-to-door services to our customers.
Our newsletter focuses a lot on moving oversized and project cargoes. Do you also have experience in this field?
We are very experienced in moving oversized and project cargoes. On a daily basis, we move a variety of cargoes on flat racks and open tops such as industrial machinery, yachts, boats, wooden crates and much more. We also provide a comprehensive service for oversized loads from the shipper’s door, professional stuffing and lashing according to maritime rules, survey reports, and so on. We know well how to take care of various out of gauge (OOG) cargo with full support and the best knowledge of our professional team. Last year, we had a great opportunity to arrange a full charter from Gdynia to Jorf Lasfar (Morocco). It was an amazing experience, and we showed that nothing is impossible for us!
How do you view the competition from some of the shipping lines who nowadays ALSO wish to offer logistics-to-door to the customers, thereby competing with the freight forwarders?
We will not change this fact, and we need to get used to it. I really do think that there will always be room for forwarding companies like the Magemar–Magetra Group with their own assets. We need to also take under consideration the fact that not all clients have time to check available solutions on the market on their own in order to choose the right and suitable one for their company nor want to hire more people within their organizations in order to take over some of the duties which are being provided by freight forwarding companies. Many companies arrange transports on different transport routes. They would need very well-qualified staff to find the right solutions and gain the right knowledge to coordinate it with particular shipping lines (get used to their systems / tools / even find proper information in the right sections on their websites). What I mean is that it is much easier for such companies to outsource such services and use forwarding companies which can use and offer all available solutions on the market and provide many value added services and do for customers much more than the shipping line will offer (give an individual approach to each company – not a standardized one). My advice is very simple as the market will be indeed more difficult for freight forwarders in upcoming years: We should stay in very close contact with our clients, focus on quality issues as they will mainly differ us from the shipping lines, and we should all develop long term, cooperation based on trust between each other to protect our businesses in a better way
How do you foresee the business for this New Year of 2024?
I am a very optimistic person, and I see the future usually in bright colours. It is probably because each year our company is stronger & stronger, becomes visible in new markets, and offers new product services. We should not forget about the perfect location of Poland in the heart of Europe as Poland connects both the WEST with the EAST and the NORTH with the SOUTH. Many of the present and future corridors of the Trans-European Transport Network (TEN-T) go through Poland. Poland is the first stop of main rail corridors from Asia to Europe, and the Malaszewicze rail terminal in Poland has definitely become one the biggest hubs in the case of rail transport from Asia. Magemar Logistics offers a wide portfolio of services through Malaszewicze too, all customs related services, FCL trucking and transloading of cargo through a reputable bonded warehouse located in Malaszewicze and trucking arranged by standard tarp trailers on longer distances. We should add that all Polish ports transload more and more containers each year, not only for companies located in Poland but also in Slovakia, the Czech Republic and the Ukraine. We also arrange more containers in transit to all other countries located in the Baltic Sea. There are also really big investments still planned in rail, road, and both rail and sea terminal infrastructure. We will have new hub ports located in Poland in the nearest future (Swinoujscie and Gdynia). We cannot forget that Poland along with Romania also became strategic partners for the Ukraine in case of transport services and will benefit for years once the war ends and the Ukraine will be rebuilt.
The macroeconomic forecasts for the upcoming years are also positive for Poland. The economy should be better as economic growth is set to accelerate to 2.7% in 2024. Private consumption is expected to be the main growth driver, supported by rising real wages, additional government social support, and receding inflationary pressures. Public consumption is also set to contribute robustly to growth on the back of new additional fiscal
support measures plus rising domestic demand is expected to fuel imports. We also expect higher investments as EU funds should be unblocked for Poland this year. In 2025, GDP growth is projected to pick up to 3.2% due to strong private consumption and an uptick in investment fuelled by EU funds. Risks to the outlook relate mainly to possible delays in the implementation of EU-funded investment. Inflation peaked in early 2023 and eased rapidly in the second half of the year due to decelerating commodity and food prices. Lower energy commodity price assumptions are set to further curb inflation over the course of 2024 and 2025. HICP inflation is projected at 5.2% in 2024 and 4.7% in 2025.
How would it be best for our readers to get in touch with you?
First of all, thank you for talking to us. It is always a pleasure to share our experience, and of course, I encourage everyone to get in touch, as we believe that a wide network of partners from all over the world allows you to benefit from the experience of every member of the community.
We recommend contacting us via email sales@magemarlog.pl. Depending on the subject of your message, it will be redirected to a specialist in your area. We also have a contact form on our website: https://magemarlog. pl/en/contact/ [Scroll down on the page to find the form–Editor]. We will be happy to look into any matter and try to find the best solution.
Featured Video
Global Conference for CLC Projects and Cross Ocean in Dubai
Editor’s Note:
A post-conference highlight video of the latest Global Conference for CLC Projects and Cross Ocean Project Logistics Network held in Dubai on the 8th – 10th of February, 2024.
Editor’s Note:
It was a marvel to have been invited to moderate the global network meeting of renowned clcprojects.com and cross-ocean.com in Dubai, UAE recently. Here is the picture including the undersigned in the middle.
Featured Photo
Wise Words
Week #10 – 2024
March 7, 2024
Editorial
Dear Readers,
It is Thursday the 7th of March, and it is time for me again to publish my hopefully highly-awaited editorial.
This will be the last editorial before my long ocean voyage onboard mv ABB Vanessa from Port of Sines, Portugal to Port of Soma, Japan. Due to the situation in the Red Sea, the trip will be some 14 days longer than anticipated as it has to go around the Cape of Good Hope.
In this issue of our newsletter, we have an interview with the broker & charterer of that vessel, and you will here learn more about what they can offer in the field of shipping globally in our interview with them.
Providing me with access to the owner’s cabin during this voyage is highly appreciated, and although PCW will be off the official grid until May 9th, I shall be sending travel reports when possible; the latest being during our bunkering stop at Singapore. So hope you will enjoy 2 months of “peace and quiet from Project Cargo Weekly”. Time will show whether I have “sea legs” as the voyage will be just about 47 days after departure.
I said goodbye to my children in Stockholm. That experience allowed me to once again, truly understand the predicament that all seafarers face, or indeed, everyone being absent from their children for a significant amount of time face. Who can, if not your children, touch you to the bone when they ask you: “Will you still continue to travel like this?” “Can I call you?” and so on. Luckily nowadays, separation is alleviated by social media, WhatsApp, text messages and so on, and although it is not ideal, it is heartening that fleet broadband is progressively rolled out across the board with many shipowners who care about the well-being of their seafarers. This trip is fully my own choice, so I cannot complain, but my overall opinion is that I need to take trips like this whilst I can still walk up the gangway — as I think I mentioned before.
I paid a visit to Malta again this past week along with my children. Malta is a place where I lived for some years before and where my middle daughter, in fact, went to school. It is still marred somehow by big construction, and several of the locals say that they cannot recognize their own country any longer. Big construction means big business, and big business, of course, also means sometimes big ‘tricky’ business.
With money traveling the world endlessly to find a better return on capital, it does not always benefit the locals. Together with practically unlimited immigration, this tends to push down salaries, and we now can coin a new phrase called “the working poor”. In other words, that in some countries in Western Europe nowadays, you cannot make ends meet with a “normal salary” so to speak. This situation creates problems as we already can see not only in Malta and the UK but even other parts of our continent. If we add to that the green wave, lofty goals about a fossil fuel-free future (which by the way does NOT come free), it all leads me to believe that a storm is brewing. We have seen farmers complaining about new regulations Europe-wide. Of course if you speak to a farmer and he doesn’t complain then we know there is something wrong, but the protests we have seen recently do seem to bear witness to a certain desperation.
If we cannot make ends meet it certainly doesn’t mean that we don’t have problems with obesity. Just heard on the news that the world now has about 1 billion people who are overweight or have problems with obesity. I dare say that I have been fighting with some excess kilos for quite a while. Until a few years ago, the only sport that I was active in was Rittersport — especially the dark blue one with nougat…☺
1. DHL INDUSTRIAL PROJECTS is a renowned and solid company and certainly a global player. We speak to the head of this division who is based in the UK.
2. RISA LOGISTICS is a newcomer in the field based in Denmark, but the owner has extensive experience in the field of cranes/lifting etc. worldwide.
3. DACOTRANS, not a newcomer by any means, is a company very specialised in parts of Latin America which by no means are easy.
4. SWORD GROUP offers IT solutions and know-how on what is happening in the corridors of power concerning compliance and other rules that we are inundated with.
Don’t forget to follow us on LinkedIn where you will see every Thursday a posting of the actual seaborne location of your editor. You may also download our APP which is free of charge and completely ad-free!
Yours sincerely, Bo
H. Drewsen
bo.drewsen@projectcargo-weekly.com
COLI Shipping – Hamburg, Germany
Interview with
Mr. Felix Peinemann Managing Director
For starters Felix, I always allow my interviewees to explain a bit about their background. What is your background and why did you get into shipping and logistics in the first place?
Well, I started my career with Panalpina where I did my apprenticeship and worked for the Panprojects Division for approximately 10 years holding various positions and my last one was at the Chartering Desk in charge for all chartering activities of the group. After 10 years I decided to expand my portfolio and joined Coli Shipping in Bremen where I was in charge for renewables for a major US client, I also became MD of Coli in Bremen.
Together with my colleague Alain Akavi. 2011 we also made an agreement with Jumbo Shipping to become their Booking Agent for Germany, Austria as well as Switzerland and had good success which resulted in the fact that after 10 years I decided to start a new journey and opened up Jumbo Germany to represent Jumbo Shipping directly. After some time I was promoted as Director Shipping and took care of the commercial activities together with the worldwide team. In 2023 I was contacted by Alain Akavi & Herbert Lösing and we had good talks so I decided to go back to Coli.
Coli Shipping has a proud history. Can you elaborate a bit on the background of Coli leading up to the present day?
The cornerstone was laid in 1974 with the foundation of the company in Hamburg and Bremen. At that time
we started as Liner Agency under the name of Contimar Linienagentur for a carrier handling breakbulk cargo to the Eastern Mediterranean. during the 2nd oil crisis in the early 80’s and the trend of globalization the cargo streams of goods drastically changed. As a result we realigned ourselves and shifted our business focus from pure liner agency services more towards becoming an independent ship and cargo broker for worldwide trading. Today cargo brokerage is still one of our main trading activities but we are also, together with our daughter companies ABB & CPC, active on the operating side with mainly F-360 Class vessels and next to this to serve our clients also offering some logistical services in certain areas where we have a strong local presence. Lastly we also have a Bulk Division (Coli Bulk) who have their focus on Handy Size Vessels on TCT as well as longer TC.
Coli Shipping has several activities nowadays. What can you briefly tell our readers on your main sectors in shipping & logistics?
For a long time and this goes back more than a decade we have been very active in the renewables and serving more or less all major producers on a regular basis, not only as brokers but also as consultants due to our vast experience is this segment. We know what the botlenecks are and which risks as well as opportunities should be considered. We are also quite active in LNG as well as typical breakbulk cargoes. On the logistics side we have also established 4 main hubs for our activities which are Sao Paulo – Brasil, Hamburg – Germany, Istanbul – Turky as well as Shanghai, China where we are serving a lot of direct clients in the meantime and our service portfolio is not limited, it all depends on our clients’ needs.
In your own words why would you say that Coli Shipping is a good choice in shipping? what makes you stand out in a competitive environment?
Clients do not want a so called QUOTE/UNQUOTE broker anymore as they are seeking for advice, consultancy and a team approach for their projects which we can deliver. Due to our experience in all sectors we understand their problems and fears and do our utmost to delivery as promised. Meaning meeting their expectations. as we have backgrounds as brokers, carriers as well as in logistics, we are benefiting from the experience within the group and can offer our clients the solution they need.
Wise people have said that shipping is all about people and it more about who you know than what you know. How do you go about in Coli Shipping to expand your global reach and your global network?
We are very active and always seeking for possibilities to grow, not only in the standard regions but also beyond this. We have good teams around the globe who are very active in their local market but also markets
around them. Next to this we have learned that social media is becoming more and more dominant and since the start of 2024 we are also more active which is a nice tool for us to illustrate our portfolio.
As you know the undersigned editor shall be traveling as a passenger onboard your chartered vessel mv ABB Vanessa to Japan. I understand that Coli Shipping has had links to Japan for many many years. Can you tell our readers more? As many find Japan a very difficult market which obviously Coli Shipping has succeeded in.
Our founder Mr. Lösing has been active in japan since the early 80’s so you can imagine that after such a long time we have established excellent relationships with our clients there. Japan for sure is not the easiest market to enter but once you have shown your clients what you can offer them and work in a close partnership they will respect and honor that.
The shipping market has been in turmoil in the last couple of years both due to COVID but also due to politics, canal closures and so on. How do you view the situation going forward in 2024 for shipping business?
We think that the market will remain a bit weaker at least until summer but there are some signs that later this year there will be some positive effects with some nice projects starting which will automatically absorb some capacity which on the other hand means that regular rates should move up as well.
How to reach you? And whom to speak to globally depending on activity in your organisation?
As stated we like the personal approach and as MD’s we are still vary active in the day to day business meaning I can get approached and I will either take care of the inquiry myself or one of our team members will. We like to provide a personal touch.
Email: felix.peinemann@coli-shipping.com
Webiste: https://www.coli-shipping.com/
Interviews
Video Interview: DHL Industrial Projects
Video Interview: Risa Logistics
Ryan Foley, CEO Industrial Projects at DHL Global Forwarding is interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Lause Melgaard Paulsen, Owner at Risa Logistics – Denmark is interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
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Our dedicated experts understand every detail of your project logistics needs - planning, coordinating and delivering the bigger picture for your peace of mind. Whether it’s an ad-hoc shipment or a full end-to-end industrial project, we deliver the highest levels of compliance, safety and
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Dacotrans & Daco Heavy Lift – Guatemala
President and CEO
For starters Mathias, what actually prompted you to choose a career in shipping & logistics?
When I was young, I was fascinated by the possibility of traveling lots and learning new languages. When I was faced with the decision of what to do with my life after school, I saw that this industry gives you the opportunity to combine both things. Then I started doing an apprenticeship in Germany in freight forwarding and built my career on this basis.
Interview with Mr. Mathias Rehe
For how long have you been in Latin America, and how did that come about?
After my apprenticeship, I worked one and a half years full time in Germany, when an opportunity arose to work for DACOTRANS in Guatemala. Then, what was supposed to be 3 years in the country, turned into 34 years (as of now) living in the tropics.
Could you elaborate a bit on the history of DACOTRANS, its origins, ownership and current global structure? Where is the headquarters located?
DACOTRANS Guatemala was founded 51 years ago, as an affiliated company of Dacotrans Grosskopf Germany. In the beginning, we were mainly focused on project forwarding. Yet, since there weren’t many projects available in the country, we also started doing normal day-to-day freight forwarding business to be able to sustain the company.
Eventually, 26 years ago DACO HEAVY LIFT was founded as an asset-owned company. Due to the lack of heavy hauling equipment in the region, this was a good opportunity to get a head start in the market. The latter started growing rapidly and doing business in Central America, the Caribbean and Suriname as well as Guyana. Present ownership of both companies lies mainly within the Grosskopf family and myself. Today, our headquarters are jointly in Guatemala City, but our equipment travels through the region. Additionally, we work in cooperation with other companies within the DACOTRANS worldwide network, where the Grosskopf family are involved in ownership.
Being now in Central America as I understand, could you tell our readers about some of the general logistics challenges you face? I suppose customs and inland transportation can be a problem or not?
Industry in Central America is mainly faced with bureaucratic challenges due to the way in which the ports and customs offices operate. Some ports are tough to work in, due to a lack of maintenance, proper equipment and human resources. As well as this, the inland infrastructure can be challenging to work with. Taking bridges as an example, since this is a problem we face quite often, a lot are old and have reduced capacity.
Central America has several ports, and there are many countries. From your perspective, which ports would you say are “better” at handling OOG and project cargoes? Is Central America like an “EU” with open borders/market for logistics movements?
I would say that you can handle OOG and project cargoes in all ports. Some are more challenging than others however. Two examples of challenging ports are Puerto Cortes in Honduras and Puerto Caldera in Costa Rica. These have a lack of bridge capacities near the ports, which proves challenging when transporting inland.
In regards to there being an EU-like open borders program in Central America, I would say definitely not. The countries are very much separated and have only very few customs agreements between each other.
Looking into your ‘crystal ball’, how do you foresee the market in 2024?
Investment in green energy, mainly wind, is a factor in our market. So this is a driver for projects in the area. Due to a constant population increase, there’s always demand in the countries. Nevertheless, sometimes due to political issues in parts of the region, investors might be cautious about where they put their money. However, there’s also the recent discovery of large quantities of oil in Guyana, which is also increasing business.
Why should any potential customer or agent use DACOTRANS? In your view, what are the main advantages that you offer any would-be customer?
DACOTRANS is a project forwarder that knows its way around the ports as well as customs in the area. Additionally, with DACO HEAVY LIFT, we offer heavy lift and OOG transport, foundation deliveries and cranes. The combination of both makes it a one-stop-shop for customers looking for a no headache solution to their challenging transports.
How is it best for our readers to get in touch with you?
You can send me an email directly at mathias.rehe@dacotrans.com.gt and I will gladly answer all of your questions.
Website: https://www.dacotrans.com.gt/
Website: https://www.dacoheavylift.com/
Sword Group Technologies – Spain
First of all Montse, can you elaborate on the history and ownership of Sword Group and can you explain your business model?
Sword Group is a world-leading IT and digital transformation partner, a listed company established at end of the year 2000. Within the group, Sword Technologies focuses on serving the IT needs of European Institutions and their agencies across Europe. We have built trusted relationships over the past 20 years and currently employ approximately 1000 staff active in the construction and running of different European Union IT projects.
There are a lot of rules and regulations coming out of Brussels. Please tell our readers who are worldwide active in shipping and logistics how this will indeed affect them.
Indeed, customs regulations are constantly evolving, especially after the September 2001 terrorist attacks in the United States.
In case of imports to the EU territory, which includes EU Member States, Northern Ireland, as well as Norway and Switzerland, there is a new pre-arrival security and safety programme currently being deployed. The new programme impacts imports which transit through, or are destined for EU territory, on an IT, legal, customs risk management/controls and trade operation level. EU import stakeholders need to know about the programme, assess how they are impacted, and implement the required changes to follow the new regulation, and
Interview with Mrs. Montse Rosillo Business Analyst
thus avoid delays in the supply chain, goods being blocked, or even being subject to administrative sanctions for non-compliance.
There are particularly some rules including Import Control System 2 (ICS2) (europa.eu) that you referred to when we first were in touch. What is this rule about and in what way does it impact logistics companies such as freight forwarders, direct shippers and shipping lines?
ICS2 supports the implementation of this new EU customs safety and security regulation. It replaces the current EU Import Control System (ICS) and, as in ICS, collects data about all goods entering the EU through the submission of Entry Summary Declarations (ENS). However, there are important differences between the two systems in terms of data requirements, timelines and procedures.
The introduction of ICS2 has been split into three different releases, based on the mode of transport of the goods. At this point in time, ICS2 applies to Air Express, Air Cargo and Postal by Air imports. The next challenge will be for the Maritime Carriers, who must start filing ICS2 ENS during the deployment window from 3 June 2024 to 4 December 2024. After that, comes the turn of the Maritime House Filers, and lastly the turn off the Road and Rail imports will come.
ICS2 Release 3 deployment windows.
To give you an idea of the impact, in the case of the long haul containerized maritime shipments for example, the new regulation requires the ENS to be sent to the EU Customs 24 hours before the goods are loaded in the port of departure, and there is the possibility to receive a “Do not load” reply, meaning that certain containers must not be loaded in the ship. That means a high operational change, but also requires a robust IT system to enable the timely ENS submission and the reception of the EU Customs reply to get the MRN and the result of the Risk Analysis. It may be the case that EU Customs decide that the data provided in the ENS is not enough to complete the Risk Analysis, and they request more information. It is up to the import stakeholder to receive that request and reply to it as soon as possible, to enable the Risk Analysis to be completed and unblock the loading of the containers.
ICS2 Maritime ENS Filing submission deadlines.
Another important change I would like to highlight concerns the actors involved. You see that I mentioned a deployment window for the Maritime House Filers. This is because the additional data required in ICS2 includes the 6-digit Harmonised System code, adequate description of the goods, the EORI of the consignee established in the EU, addresses, etc. but also data at the House Consignment level, and information about the Buyer and the Seller if the final destination of the goods is within the EU territory. For that reason, the owners of that data will have to decide:
–Whether to share the data with the Carrier, enabling them to submit a full ENS; –Or to submit a partial ENS by only submitting their data, themselves or via a representative.
In the first case, the agreement with Carrier, they will need to remain available in case the Carrier receives an ICS2 request for more information at the House level and doesn’t have the information to reply. And in the second case, the person filing in the information will need an IT system to interact directly with ICS2.
What kind of advice could you extend to smaller companies who do not have, shall we say, “smart and up-to-date legal departments in house”?
As long as companies are aware of the ICS2 regulations and dates by which they will have to comply, the issues will arise less from not having an in-house legal department than from their ability to respond to the IT messaging requirements that this regulation entails. Not being able to communicate with the centralised ICS2 system will at some point simply put a stop to their activities, whilst poor IT communication will affect the operational supply chain and entail considerable costs as well as potential sanctions. To comply, companies will thus have to build their own IT system in-house or delegate to an IT Service Provider using a product such as SWORD HILT solution.
Full ICS2 ENS Filing submission for a Maritime consolidated shipment.
Combination of partial ICS2 ENS Filing submission for a Maritime consolidated shipment.
Can you help them out, and would you have software, a product, or a way of guiding companies in need how to navigate the regulation jungle?
Absolutely! Sword Group is well-equipped to help companies deal with regulatory complexities, particularly in the area of EU Customs. In response to the challenges posed by ICS2 regulations, we’ve developed the Harmonised Import Logistics Toolkit (HILT). HILT is a comprehensive solution designed to simplify compliance with ICS2 regulations while seamlessly integrating with existing systems. It’s adept at handling multiple data formats, such as EDIFACT and XML, and ensures data confidentiality throughout the process. With features such as streamlined data conversion, efficient processing of submissions and responses, support for manual referrals, and seamless integration capabilities through API protocols, HILT is an invaluable tool for companies navigating the regulatory landscape. For a more in-depth look at how HILT can streamline import logistics and regulatory compliance, I encourage you to read our recent article on the subject Article | New Product in Spain – Sword Group (sword-group.com)
How would it be best for our readers to get in touch with you?
For any inquiries or information requests about SWORD HILT, please do not hesitate to send us an email at contactspain@sword-group.com. Our team is dedicated to providing comprehensive details about our offerings and assisting you with any questions you may have.
Sword Harmonized Import Logistics Toolkit (HILT).
Featured Video
Ships Waiting to Berth – View from Qawra, Malta
Editor’s Note:
Fresh from along the road nearby Qawra, Malta whilst on holiday. Seldom to see that many ships waiting for orders or anchored. As you can see even when the sea looks calm swells can still make the vessel roll a bit…
Editor’s Note:
One of the first but likely not the last time to see a COSCO Shipping roro vessel in Gothenburg with the huge amount of cars FROM China to Europe they of course will load cars back –and in future perhaps also high/heavy.
Dear Readers, It is a pleasure for me to offer you this very special travel edition (part 2 of 3) today, the 16th of May, 2024. Read
May 23, 2024
Dear Readers,
Yours sincerely, Bo H.
Drewsen
Week #22 – 2024
May 30, 2024
Dear Readers,
It is Thursday the 30th of May, and we are back again with our “normal” Project Cargo Weekly which includes interviews, news and so on.
It has been a remarkable month for me. Without repeating too much, I dare say that the trip I had onboard a freighter as passenger from Portugal to Japan was one of the best trips I have ever had. In last week’s PCW, we published the final short version chapter of the trip. In case you missed it, you can find it here. Freighter Voyage onboard ABB Vanessa Part 3(3)
I also joined the Breakbulk Europe show in Rotterdam. The first event was a houseboat party in Rotterdam on the 21st of May prior to the formal opening. After that I visited the Expo and met around 95 people in less than 8 hrs, all of whom were involved or had an interest in project cargo and shipping. A great event indeed, although by no means cheap to attend. Some taxi drivers are crooked in their prices, and hotels are jacking up the prices big time. Still, if you divide the cost by the number of people you meet, it is well worth it. Of course the real calculation should, in fact, be dividing the cost by the number of people you NEVER met before. Saying hello to old friends is good but it doesn’t expand your business, however comfortable that is. Here are a few pictures that I took during Breakbulk including our houseboat party.
I also joined the Breakbulk-arranged port harbour tour. While it was nice, I felt it was a bit too short and “cheap” (so to speak). With the number of people onboard, it could have been expanded a bit to take in more of the port itself, although Rotterdam can’t be totally covered within even a few days. Yet, my overall verdict is that it was a great expo, and we are back again in May 2025 for sure.
I left Europe via Japan, Hong Kong, etc. on the 14th of March, returning to Sweden only on May 23rd. It was indeed a pleasure to be reminded of the wonderful nature that exists in Scandinavia … when the weather is good that is. Waiting for a RORO vessel to come around the bend, I visited a nature reserve some 40 minutes
drive from downtown Stockholm. To experience the peace, quiet and tranquility there was food for thought indeed. See the video here and listen to the peace and quiet.. it’s “deafening”.
As you may know (even though you likely may not since most don’t follow it), there is an election coming soon for the EU parliament. I think that the people are mostly busy with the fact that the parliamentarians themselves are fighting to stay on the democratic “gravy train”. Whilst many struggle with paying their bills due to rising costs there is no such problem if you are an EU politician (see here for European Parliament Salaries and Pensions).
Plus, you need to add the allowances which amount to around EUR 5,000 a month. Not a bad pay for partaking in a democracy that hopefully is working for the benefit of all. The rule book certainly hasn’t decreased since the EU was established, so in that sense, their productivity cannot be seen as poor…☺
Still as Churchill said in a 1947 House of Commons “Democracy is the worst form of government, except for all the others.” Come to think of it, they just don’t make politicians like Churchill any longer…
Right! Back to business, and we start off with the following interviews after a travel edition gap:
1.Port of Neom, Saudi Arabia
2.PBL, Santos, Brazil
3.Akon-DonLuis, Equatorial Guinea (re-publish)
Please note that we are taking the July summer break, reverting again on August 8th.
Yours sincerely, Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Port of NEOM
Interview with Mr. Sean Kelly
Sea Mobility Managing Director
What is NEOM, and can you elaborate for our readers a little about the basic idea behind the NEOM “project”? What is Oxagon?
Located in northwest Saudi Arabia, NEOM is more than a project. It is an entire region that is being developed infrastructurally to be an accelerator of human progress; as a blueprint for sustainable development.
Oxagon is NEOM’s reimagined industrial city. It is a radical new model for future manufacturing centers, based on NEOM’s philosophy of redefining the way humans live and work in the future. Advanced and clean industries will thrive in Oxagon as it brings together state-of-the-art approaches of Industry 4.0, the Circular Economy, and Talent Development to enable factories of the future for the products of the future – all in a sustainable way.
Is it true to say that NEOM is indeed a gigantic investment by the Kingdom of Saudi Arabia (KSA)? For any big ideas logistics play a vital role in this regard.
Yes, you can certainly see this as a massive investment in the future by the Kingdom. NEOM is an integral part of Vision 2030 and more broadly, the Kingdom’s rapidly growing and diversifying economy. The Port of NEOM, as Oxagon’s first operational asset, plays a critical role here. It supports the overall build, operations, and economic ambitions of NEOM – from the import of goods and materials during the development phase and as a new global port serving the region. This is particularly important as development accelerates
and businesses across NEOM come on-stream. In addition to the infrastructural development of the region, NEOM is building 14 sectors to support the economic growth of the country.
The Port is the primary seaport of entry to the northwest of Saudi Arabia. With its strategic location on the Red Sea and at the crossroads of global trading routes, it opens up new opportunities and positions NEOM as a key player in the global supply chain.
What can you tell our readers about the Port of NEOM? What kind of quay, crane and warehousing facilities will be available?
The ambition is to build the world’s most technologically advanced, efficient and sustainable port. Since the transfer of the port to NEOM in 2022, we have expanded the service offerings as a multi-purpose port to include general cargo, ropax, containers and bulk cargo. In parallel, we are gearing up to open a next-generation terminal in 2025, with planned state-of-the-art container and general cargo handling facilities, terminals, and warehouses. The Port of NEOM will be able to handle the world’s largest container ships through the construction of new quay walls, an 18.5m-deep marine basin and widening the channel to 550m. The new terminal will have a throughput capacity of 1.5 million TEUs per annum. By mid-2025, general cargo and bulk capacity will be over 20 million freight tons. The Port has significant reserve design capacity for container handling, general cargo and bulk, and can be quickly expanded depending on the mix of future demand.
The investment to date is over SAR 14B [close to 4 billion USD], and we will continue to accommodate capacity expansion in line with demand. As part of this investment, Liebherr is delivering 10 mobile harbor cranes. ZPMC will provide ten ship-to-shore gantry cranes, 30 electric rubber-tired gantry cranes and six automated rail mounted gantry cranes. ZPMC will be working with Siemens Europe to deliver the automation components.
The port will incorporate automated equipment and AI-powered management systems. When finished, the port will operate at net carbon zero levels with 100% renewable energy.
I understand that the Port of NEOM is relatively new, and infrastructure is being built as we speak. How could someone visit your port? What is the nearest airport and most efficient way to visit the region
coming from abroad?
The Port is located in northwest Saudi Arabia; formerly known as Duba Port, the port was transferred to NEOM in 2022 and rebranded as the Port of NEOM in 2023. You can also arrive via NEOM Bay Airport or Tabuk Airport. Both airports have a selection of direct flights from locations such as London, Dubai, Qatar, and Cairo, with more international flights easily accessible connecting via Riyadh, Dammam and Jeddah. You can also arrive at the Port of NEOM via the daily ferry service from Safaga port in Egypt.
It is vital, of course, for any new port development that customers will be using it now and in the future. Does the Port of NEOM already now have regular callers from some of the shipping majors?
Yes, we are welcoming an increasing number of vessels, including calls from two of the world’s largest shipping lines – MSC and CMA-CGM. We have also recently announced a common feeder service by Folk Maritime, a new Saudi-owned carrier. These services offer direct connectivity between NEOM and international trade routes via Jeddah. We continue conversations with other shipping majors and look forward to announcing further partnerships.
We are set up to support dedicated project cargos for some of Oxagon’s and NEOM’s key tenants and partners. For example, the port supports NEOM Green Hydrogen Company – Oxagon’s flagship renewable energy partner – with project cargo critical to the development of its hydrogen production facility. Our capabilities allow us to receive specialist project cargo, including wind turbine blades and similar shipments for the renewable energy industry.
Elaborate for our readers on the location of the Port of NEOM? Will the port also be a hub in the future for not only KSA but also for the region in/around the Red Sea?
The Port of NEOM will significantly impact the regional and global trade landscape. Approximately 13 percent of global trade passes through the nearby Suez Canal, so enhancing connectivity to international markets through maritime links will boost the region’s competitiveness and contribute to economic growth. The port will also position NEOM as a key player in the global supply chain, attract investment to Saudi Arabia, and ensure the Kingdom builds the skills needed for the future. Located in Oxagon, the combined value proposi-
tion of localized clean manufacturing with global connectivity is a powerful one.
What is being done to attract shipping lines, freight forwarders and potential customers to use the Port of NEOM?
How to get in touch with you?
As mentioned, we’re investing heavily to build the world’s most technologically advanced, efficient and sustainable port. When completed, the port will operate at net zero-carbon emissions powered by 100% renewable energy. This will include self-generating solutions such as solar power. More broadly, we are leveraging partnerships and networks to raise awareness of the Port of NEOM, and the commercial opportunities that come with what many are calling the world’s largest infrastructure project. Visit Port of NEOM website or follow us
First of all, can you tell our readers about the history of PBL? When was the company established, who owns it, and where have you got your headquarters?
PBL – Santos Brazil
Interview with Mr. Philipe Costa de Lima Director
The company has been in business since 1987. The name PBL is my father’s name: Pericles Bastos De Lima. He’s the owner, and I am a minor partner. Our headquarters are now in Santos – São Paulo. My father founded the company with only one customer at that time – a big hospital here. Since then, we have been working hard to expand.
Brazil is a huge country and a vast logistics market. What does PBL do to make sure that you are the preferred GO TO logistics provider? What are your strengths?
We have been with PBL for nearly 38 years and with SCH (our port operator) safecarhandling.com.br for 20 years. One company complements the other, allowing us to offer a complete door-to-door service, including procurement, freight, customs, road transport, port operations, delivery, and more. We have more than 25 in-side brokers in our company. Recently, we have been certified as a partner of the Brazilian Federal Revenue
as a Port Operator, which ensures less bureaucracy in customs procedures by proving that we are a low-risk company regarding the security of the logistics chain. We are also pursuing the same certification as a Freight Forwarder, which will give us a significant advantage as our entire group will be certified.
Another essential point that sets us apart is our process optimization and automation sector, which ensures greater productivity. Continuous improvement, corporate governance, and compliance are our foundations. We are heavily investing in information security, IT infrastructure renewal, and staff training for new customs laws and regulations. In summary, we are always moving forward to face future challenges.
Customs clearance in Brazil. Is that a problem generally? I was always of the impression that it continued to be one of the major headaches in trading with Brazil?
That’s our major difference here at PBL: heavy experience in customs clearance. In addition, my father has been a broker himself for 50 years. Also,we have more than 25 brokers inside supporting the freight department. Customs in Brazil is very tricky but we can handle it.
Brazil has one of the most detailed and stringent customs legislations in the world. This includes a wide range of regulations, standards, and procedures that must be strictly followed. The legislation is frequently updated, which requires us to be constantly up-to-date with the changes.
The Federal Revenue Service has implemented several initiatives to simplify and expedite procedures, such as the Single Foreign Trade Portal, which aims to integrate and harmonize import and export processes. Although these initiatives are promising, the full implementation and adaptation of companies to these changes will take time.
Having a well-trained and experienced team can make a significant difference. Additionally, working with qualified and experienced customs brokers like us can help navigate the complexity of the system. Automation and the use of technology are also essential to ensure that all documents and procedures are managed efficiently. That is why we invest in tecnology, governance, process optimization and automation.
How do you view the service offered by the shipowners and their offices nowadays? How do they treat you as freight forwarders in your experience?
In Brazil, we do have a good relationship, but we are not living the best life now. There are many changes, and they are lacking people also. They use their size to put some pressure, and they could provide better service.
What is your headcount currently? Is it generally difficult to find good and solid logistics people in your area? We hear from many that shipping and logistics is not so high on the list of youngsters’ career choices nowadays.
We have 160 people at PBL and 270 at SCH 270. Yes, it is tough to find people. I mean not people who know the job, but hard working people. Once we find someone like that we try very hard to keep them.
At our company, we take this matter very seriously. We have a dedicated program for Young Apprentices, in partnership with CIEE (Center for Company-School Integration), a pioneering and leading institution in the process of selecting, hiring, including, managing, and developing young people through apprenticeship and internship programs. This collaboration allows us to offer valuable opportunities for low-income youth to enter the job market.
At PBL, we are proud to have several success stories of individuals who started their journeys with us as young apprentices and, over time, have risen to important and highly responsible positions within the company. These examples are testimonies to the positive impact our program can have on the lives of these young people and in strengthening our team.
What ports in Brazil are generally used for moving project cargoes?
There are three: Santos, Paranagua, and Suape.
How is it best for our readers to get in touch with you?
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!
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
Interview
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?
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.
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
-or-
Email: heather.woodcock@akon-donluis.com
Featured Video
Freighter Voyage Onboard ABB Vanessa from Sines, Portugal to Soma, Japan
Editor’s Note:
Yours truly was onboard the carrying vessel here as passenger and filmed this whilst the loading took place in Sines, Portugal. Fantastic to have been a part of!
Editor’s Note:
The PCW houseboat party in connection with Breakbulk Europe is now just about legendary. Here is the latest group picture of the party and although in cramped conditions it makes for excellent close-up and personal networking!
Featured Photo
Wise Words
Week #24 – 2024
June 13, 2024
Dear Readers,
It is Thursday the 13th of June (luckily not Friday the 13th ☺,) and we are here with the latest issue of PCW.
Last week I visited a region of the world for the first time ever, i.e., West Africa and the country of Ghana. Passing the area a few times onboard a vessel en route to South Africa is one thing, but actually arriving and visiting one of the many countries that constitute part of West Africa is another.
I flew with Emirates via Dubai to Accra which was the stopover en route for the flight with final destination Abidjan. The flight was completely full both to and from, and there is indeed big business going on in the region, particularly with minerals, oil and other kinds of wealth that both seem a blessing and a curse. The Chinese are there with big investments and, as usual, leaving just a few breadcrumbs behind, if any, often destroying the environment, not seldom in cohorts with some local corrupted leaders. However, there is also hope and a spirit that has long since left the part of the world where I come from (the EU) which is over regulated, politically correct, and unable to decide anything substantial. This was what was commented to me on the flights both by locals coming from Africa and by people visiting for business that I met. I went because I was covering a network conference with participants from the Ivory Coast, Nigeria, Equatorial Guinea, Chad, Senegal, Ghana, Benin, Togo and Burkina Faso.
Africa is indeed the world’s most interesting continent at the moment and an area where the global powers and economic interests fight it out in the quest for influence. I hope Africa, its people, and its leaders will stand up for themselves and demand fair treatment. Ghana is also “infamous” in shipping as it was from Fort Christiansborg (now OSU Castle, see here) with Danish ownership that a certain trade in people apparently originated at least in part. I haven’t read much of the history, and I suppose we cannot be blamed endlessly for what happened centuries ago but still, many greedy fingers in many pies seem to be the story of this continent in many places even to this day.
One shipping highlight of the trip was visiting the Port of Tema. PIL, the Singaporean-based shipping line, had a newbuilding mv Kota Tema calling the port on the 5th of June, and I was invited along with port authorities and other dignitaries to witness its arrival and also to board the vessel. Here is a video from this grand event:
watch the video (photo/video credit: Pacific International Lines)
On the shipping front, rates are apparently now skyrocketing again. D & D [detention and demurrage, ed.] fees are implemented either fairly or unfairly, and I noticed that Samsung apparently made a claim with FMC [U.S. Federal Maritime Commission, -ed. regarding roughly 90,000 alleged such unfairly debited fees if the claim turns out to be correct. Where is one to turn in the EU if there are claims of shipping malpractice? Seems that we need a body like the FMC to at least pretend to protect the customers. I am confident that the EU will debate that well until the middle of this century. After all, hard hitting results are hardly the hallmark of Brussels. Still, there has been a kind of wake up call for the leaders of France and Germany after the “election” in the EU has provoked Macron to call for a new election. He could also just resign and face the fact that he is like several other politicians–simply NOT in tune with the average voter nowadays ☺.
We now turn to the most important of the newsletter this week, and that is, of course, our interviews:
1.From Nigeria, the most populous country in Africa, we interview JODPHUR Business Ventures about what they can do in shipping & logistics in this VIP country.
2.From Taiwan, a country with a strategic location, here we find BRIGHT OCEAN, a local logistics provider who also acts as the agent of Formosa Plastics Marine Corp.
3.From Spain, a country in the South of Europe, we find IC FORWARDING part of Ibercondor Group.
We are back again on the 27th of June with the final issue of PCW before the summer holidays. We shall be return on the 8th of August.
With best regards,
Yours sincerely,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Jodphur Business Ventures Ltd. (JBV) – Nigeria
Managing Director / CEO
John, first of all, great to have met you in Ghana last week! Now for our readers, what can you tell us about the history of Jodphur Business Ventures Ltd. (JBV)?
Thank you for having me, and it was indeed a pleasure meeting you in Ghana last week. To give some background on JBV, our company has a rich history rooted in the Logistics and Maritime sector of the Nigerian market. Having initially joined Maersk as a MISE trainee in 2005, I worked (and attended multiple trainings) with Maersk in various countries (Nigeria, India, South Africa, Denmark, UAE, Ghana, etc.). These international experiences opened my eyes to what was missing in the Nigerian market and the value that a medium sized logistics company like JBV can provide ensuring our customers and partners enjoy as close to international standards as possible in the logistics and maritime sector of the Nigeria market. Hence JBV was founded by my humble self with a vision to revolutionize logistics in Nigeria, becoming the premier provider of seamless, all round logistics solutions that enhance efficiency for our customers and help grow their business. JBV has steadily grown and evolved into a leading player in the logistics sector in Nigeria.
Interview with Mr. John Odunewu
Our journey began with humble beginnings, starting as a small de-consolidator for air cargo at Lagos airport. Through dedication, hard work, and a commitment to excellence, we quickly gained recognition for our key differentiators and value proposition (in quality, innovation, and customer service). This early success laid the foundation for expansion and diversification.
Over the years, JBV has navigated through various economic climates and market shifts, always staying true to our core values of customer focus, integrity and teamwork. We’ve adapted to changing technologies, embraced new opportunities, and forged strategic partnerships to enhance our offerings and better serve our clients.
Today, JBV stands as a testament to our resilience and forward-thinking approach. With a strong presence across all the major seaports and airports in Nigeria (Apapa, Tincan, Lekki, Onne, Port Harcourt, Calabar, etc.) we continue to innovate and set new standards in the logistics business. Our team of dedicated professionals remains committed to delivering exceptional solutions and exceeding customer expectations.
Looking ahead, we are excited about the future possibilities and confident in our ability to continue driving growth and making a positive impact in the logistics space in Nigeria.
You are into logistics in Nigeria, a very populous country in Africa. Tell our readers about some of the problems that you face with regards to logistics in your country? I understand that recently several new ports have been completed.
Absolutely. Nigeria, being the most populous country in Africa, presents a unique set of challenges and opportunities in the logistics sector.
Indeed, operating in Nigeria’s logistics landscape comes with its own set of challenges, albeit alongside exciting developments such as the completion of the Lekki port which has significantly increased total handling
capacity across all the terminals in Nigeria.
One of the primary issues we face is the inadequate transportation infrastructure, including road networks, which can lead to delays and inefficiencies in cargo movement. However, with proper planning and coordination we not only move regular cargoes and containers, but we safely move heavy project cargos of various weights and dimensions from the ports to the final destinations (be it within Nigeria or in some of the neighboring land-locked countries such as Niger Republic, Chad, etc.). Testimonials from some of our customers confirm this.
Furthermore, navigating the complex regulatory environment and bureaucratic processes associated with customs clearance and documentation poses significant hurdles for logistics companies. This often results in lengthy clearance times, increased costs, and administrative burdens. With our experienced in-house customs brokers at JBV, some of whom have decades of experience when it comes to documentation and government policy interpretation and execution in customs clearance procedure, we provide our customers and partners with guidance and help them in preparing the documents for their shipments (be it temporary importation, Free Zone shipment, duty and tax exempted shipment or not) from planning stages up to execution stages, ensuring that we bring all our years of experience to bear such that clearance timeline is kept at the barest minimum avoiding unnecessary costs and delays.
Another key challenge is the prevalence of security concerns, particularly in certain regions within the country, which can sometimes pose risks to cargo and personnel safety. At JBV, addressing these security risks requires implementing robust security measures and risk management protocols to safeguard shipments and ensure smooth operations which are incorporated into our operating procedures.
In summary, while Nigeria’s logistics sector faces several challenges, including infrastructure limitations, regulatory complexities, security risks, and technological gaps, there are also opportunities for growth and innovation within it. These opportunities are the key focus that drive us at JBV to continuously address these challenges proactively and leverage emerging trends, so we’re able to deliver value to our clients and partners all the time.
There are several logistics providers in Nigeria. What makes you stand out, and why do you feel that you are the right company to go to?
Indeed, the logistics landscape in Nigeria is highly competitive. However, JBV set out with the intention to embrace innovation with unwavering commitment to excellence, innovation, and, putting at the core of our heart, the creation of value for our clients.
Local intelligence is one of our key differentiating factors. We have invested significant time and resources in building strong relationships with local stakeholders, including regulatory bodies, customs officials, and transportation partners. Our thoroughbred understanding has enabled us to navigate the complexities of the Nigerian logistics landscape seamlessly, and we have been able to provide tailored solutions that go beyond our clients’ expectations.
Moreover, at JBV our relentless focus around innovation has made us a viable partner of choice within the industry, through leveraging cutting-edge technologies and best practices to optimize our operations, enhance efficiency, and provide real-time visibility into shipments. Whether it’s implementing AI-driven route optimization algorithms or deploying blockchain solutions for transparent supply chain management, we are constantly pushing the boundaries of what’s possible in logistics within the Nigerian / West Africa context.
Furthermore, our customer-centric approach sets us apart as the preferred choice for businesses seeking reliable and responsive logistics services. We understand that every client is unique, and we go above and beyond to deliver personalized solutions that exceed expectations. Our dedicated team of professionals are committed to providing exceptional services and support at every step of the logistics journey
Ultimately, at JBV we know that our combination of ‘glocal’ expertise, technological innovation, and customer centricity makes us the right company to partner with for all logistics needs in Nigeria. We are confident that by engaging JBV, our partners and clients can expect nothing less than professionalism, thoroughbred expertise, reliability, insight, and a true strategic partnership that always showcases how excellent we are.
Can you tell our readers about the ports of your country, mainly used for the import and export trade?
1. Apapa Port – located in Lagos. It is still regarded as the busiest port in Nigeria and handles a significant portion of the import and export trade in Nigeria. It has a dedicated container terminal operated by APM Terminals and 2 bulk and general cargo terminals which handle a major portion of breakbulk and project cargoes
There are 7 main ports in Nigeria used for import and export trades:
coming to the western part of Nigeria.
2.Tincan Island Port – located about 5 kilometers away from Apapa port. Physically smaller in size to Apapa port. It handles exclusively RORO cargo in Lagos as well as similar cargoes as Apapa (container, bulk and general cargo). Some of the terminal operators in the port include Grimaldi’s PTML, AGL Logistics (Formerly Bollore), etc.
3.Lekki Port – located in the eastern part of Lagos – far away from Apapa and Tincan Island Port – is a brandnew port recently developed by a consortium that includes CMA CGM Group. It is the largest and first deep seaport in Nigeria, with capacity to handle bigger vessels with deeper draught (16.5m).
4.Onne Port – located in Rivers State, near Port Harcourt on the South-Eastern part of Nigeria. It is the main port that handles oil- and gas-related cargo in Nigeria in addition to other cargo types. Terminal operators at Onne port include APM Terminals operating as WACT, ICTSI operating at OMT, and Intels.
5.Port Harcourt Port – also located in Rivers State under Rivers Port complex. It handles both general and containerized cargo.
6.Warri Port – located in the midwest part of Nigeria (Delta Port Complex). It serves as a gateway port for export of petroleum products. It handles general cargo, containers, and oil-related shipments.
7.Calabar Port – located in Cross Rivers state – in the South South region of Nigeria. It handles general cargo, containers, and bulk cargo.
How about customs clearance in Nigeria. Is that a difficult process overall?
Customs clearance in Nigeria, like in many other African countries, can be a complex process that involves multiple steps and compliance with various regulations.
Bureaucracy, frequent policy changes, red tape, allegations of extortion are some of the issues that plague the customs clearance process in this part of the world. However, at JBV, over the years, our team of experienced customs brokers have made the supposedly difficult process easy and hassle-free for the majority of our clients by bringing our experience to bear in preparing appropriate documentation and ensuring proper execution of the customs clearance process for all our client’s shipments.
How do you feel about the shipping lines and the services they provide currently? Are they service minded, and can you get hold of anyone in case of problems? Are there any lines you have good or bad experience with?
My overall feeling about shipping lines is generally positive. While some of them do have issues from time to time, we’re able to solve some of the problems relatively quickly. One important factor which has helped is that myself and some of the team have worked in some of the shipping lines in the past, so the network and connections comes in handy in case of any problems with our clients’ shipments.
Do you currently belong to any networks?
Like I earlier mentioned, JBV is a Nigeria-based local business with a global mindset. Hence, it is important for us that we’re able to connect with like-minded partners across the world.
Cross Ocean is a network that allows us to connect with such partners and has been one of the networks of choice for us at JBV. Within a short time, Cross Ocean has truly offered us great value.
First of all Fion, what can you tell us about the history of Bright Ocean?
Part of the Bright Ocean staff comes from the Yi-tong Shipping company which had vessels crossing in South China, Middle China, Haiphong, and Manila. After the company closed, we created Bright Ocean. That’s why we still have some equipment (f/r, o/t, gp).
Around 1990 in Taiwan, many project cargoes from Taiwan moved to China. That’s why we are professionals with regards to special cargo.
Taiwan is an island and has many freight forwarding companies. What makes you the right choice and what is your speciality in logistics?
According to our history in Taiwan’s market we are well known and have strength in the shipping sector. Many of our staff have 20-30 years experience in the Taiwan market.
Which ports are mainly used in Taiwan for import and export?
The main ports are Keelung , Taichung, Kaohsiung, and Taipei.
Do you see that some of the shipowners also now act as freight forwarders in Taiwan, thus making them competitors to you? What is your opinion on this?
Many shipowners have their own forwarder. We trust that’s a different market and different service for the client.
This is the open market. A logistic company‘s life depends on the service, all-round strengths. It does not depend on the other companies’ weaknesses.
Could you provide our readers with some examples of projects you have carried or handled in recent times?
1.At the end of April, we had 76 tons of heavy cargo from Taiwan to Czech via the Port of Hamburg. We arranged the shipment via Evergreen’s service.
Difficulties :
•EVE arranged by bb cargo.. and at the end of April, the rate is already rising higher and higher. We faced lots of pressure due to the changeable rate.
•Right now, this cargo still hasn’t arrived at the Port of Hamburg due to the port congestion at Singapore.
•After the procedure.. We are waiting for the road permission / customs clearance / truck to the factory.
2.6/2 Just onboard from Shanghai to Brazil 108 tons. By break bulk vessel.. ex-works term from the shipper’s factory. The problem is on the MBL it must show on o/f, but, shipper’s request they must show on higher o/t.. we consider to issue the HBL…
Is customs clearance in Taiwan a difficult task?
It’s easy. We still must do the clearance via a customs clearance agency. But the charge is not expense.
How would it be best for our readers to get in touch with you?
By email: fion@bright-ocean.com.tw line: fion-ko; Wechat: fion-ko When you get in touch, please also cc your communication for Mr. Ray Wu Cheng Rui (Mr. Ray) ray@bright-ocean.com.tw
Forwarding – Spain
Who owns IC Forwarding, and what can you tell us about the history?
IC FORWARDING is a part of the IBERCONDOR group founded in 1982. Starting with airfreight in 1992, they added the rest of the logistics services, making the group bigger. They were always thinking how to improve themselves to give the best service to their customers.
In 2003, they opened in Valencia City as IC Forwarding, covering this area in order to expand their services and presence in the country of Spain, and expanding the networking as well.
Interview with Mr. Alejandro Cubas RORO and Project Cargo Department
Do you have experience in moving project cargoes? Could you provide a few examples for our readers?
Each project requires meticulous planning, custom handling solutions, and adherence to strict safety standards to ensure successful delivery. We can secure that through our dedicated team in charge of this type of cargo. We’re highly specialized on RORO commodities, representing the WRL brand in Spain and Portugal. See many examples of projects we have handled at our Instagram pages (@wrlshipping / @ic.forwarding). Feel free to contact us in case you need more information about our services.
Recently, we have arranged a shipment for a Komatsu PC2000 excavator (around 800 tons) from Spain to Jebel Ali (the 3rd one in 2 years), a Balmill project to Venezuela sailing from Serbia, and a Bulldozer CAT D10 from Mexico to Spain.
Spain has many active project forwarders and logistics companies. What makes you the right choice? What are your strengths?
Our company stands out in the dynamic logistics sector in Spain for its personalized approach to each customer, ensuring tailored solutions that perfectly adapt to their specific needs.
We have a worldwide network of international specialized contacts that allow us to offer efficient and competitive services on a global level and with very good rates and services.
In addition, there is our great team which is made up of highly qualified professionals committed to innovation and continuous improvement which allow us to always be at the Forefront of logistics and project management.
Do you feel you have the same chance in the market in Spain whereby some shipowners try to act as freight forwarders and compete directly with you?
The dynamics of the Spanish freight and logistics market are indeed changing, with shipowners expanding their services to include freight forwarding, directly competing with traditional providers.
This shift reflects a broader trend in the logistics industry, where companies are seeking to offer end-to-end solutions. However, this also poses challenges for independent freight forwarders who must now differentiate themselves through specialized services or superior customer experience to maintain their market share, and this is what we have to look for… Be different and offer the trust to our customers as our first order is to protect them.
What are the main ports used in Spain for RORO and project cargoes that you have experience with?
In Spain, the Ports of Vigo, Santander and Bilbao are key hubs for roll-on/roll-off (RORO) and project cargoes, handling a significant volume of such shipments.
Valencia and Barcelona are also prominent ports for these types of cargoes, offering extensive facilities and services. These ports are well-connected by road and rail, and they link seamlessly to major shipping routes, facilitating efficient transport and logistics operations.
How is it best for our readers to get in touch with you?
It will be our pleasure to respond to everybody who sends me an email to: acubas.vlc@ibercondor.com or contacts me by phone/ WhatsApp on: +34 610 411 765
Featured Video
Editor’s Note:
3 years ago, in the winter time I took this footage of a CP vessel coming to load a 2nd hand plant from Sundsvall, Sweden to China.
Editor’s Note:
MV CP Atlantic of Chipolbrok at Port of Sundsvall, Sweden Featured Photo
A spectacular day on June 5th as PCW was invited to the arrival of brand new building mv KOTA TEMA arriving in yes, TEMA, Ghana. A 7000 teu giant serving the weekly PIL trade between Africa and Asia.
Wise Words
Week #26 – 2024
June 27, 2024
Editorial
Dear Readers,
It is the 27th of June, Thursday and we are here again with our last publication before the summer holidays.
I am writing this from the condo in Thailand where I am assured of warm weather albeit interrupted by the occasional rain shower. However, I am close to the pool and gym where I try to do a bit daily on the treadmill—as I did on the cargo vessel recently during the 47 days from Portugal to Japan.
Shipping is in a kind of chaos currently worldwide. There is enough trade around, and it is to a major extent being forced to route around Africa with subsequent huge extra costs not only to the environment but also to the ones paying the freight. Some of the largest hub ports of the world are seriously congested, and no opportunity is spared to rip off the customers it seems.
I noticed that Samsung recently put in a claim with FMC for roughly 90,000 in wrongly debited delivery & destination charges by a variety of lines. Even if 1/3 is correct, it is a staggering number of what I would call ‘ethics violations’.
As I pointed out many times, the FMC has teeth, the EU is as ever a toothless tiger, and their circus about who gets what posting on the gravy train to more bureaucracy continues. Thousands are the rules they have implemented on a hapless populace, but few are the improvements in border controls, internal security, and reductions in astronomical support to farmers—mainly due to France’s agriculture being backward and not efficient in many places, merely existing due to the state or the EU continuously bailing them out. Of course, let us not discuss either the EU travel circus between Brussels—Strasbourg, now talking about “green logistics” with hundreds of trucks a month…
There is the war in Ukraine and the war in Gaza with countless victims on all sides, but rest assured the leaders
are doing fine either tucked away in Moscow or in Qatar—and for sure in nothing less than 5* accommodation. How many civilians must die before the “leaders” man up and show that they are indeed leaders of the people and not only of themselves?
We’ve got interesting interviews in store for you today: 1 video and 4 written to be exact, so we say hello to the holidays with a bang.
Starting off here with an interview with VELOGIC in Madagascar . A huge island in the Indian Ocean, another blank spot on my travel bucket list.
Then we’ve got a video interview with a contact dating back to 1998 or so that I met by chance at Breakbulk Rotterdam — now general manager of MFC (Modern Freight Company, Dubai, U.A.E.); so yes, we never know what is around the corner do we?
We continue our interviews with:
1. Rhenus Logistics, Germany: a privately-owned major player worldwide
2. Direct Intercontinental, Brazil: also privately owned
3. CSI, Beijing, China: a versatile local project forwarder in the Middle Kingdom
What you can notice from the video of the week is the “singing skills” of a nice French lady developing software for the logistics industry — quite an interesting product for many at www.adeona-global.com
Yours sincerely,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Velogic – Madagascar
What can you tell our readers about the history and ownership of Velogic?
Headquartered in Mauritius, Velogic combines over 50 years of experience and in-depth expertise in the logistics business.
The Company has a clear and ambitious growth strategy and leverages its key competitive advantages through its extensive resources, network, and capabilities.
Present with 35 offices located strategically in 6 countries, Velogic serves clients worldwide in numerous sectors, from fashion and retail to construction, healthcare, and projects. Velogic leverages the expertise of its employees and management team in the logistics field, across all sectors and geographies.
Velogic’s purpose is to make trade easier for its clients by enabling them to have the best logistics solutions,
Interview with Mr. Tony Yue Chi Ming Country Manager
providing relevant information proactively, and helping them grow their business. Our company offers its customers an integrated and comprehensive logistic solution with a wide range of services including freight-forwarding, customs brokerage, haulage, warehousing, express courier services, container-related services, maritime transport services, ship agency, and project cargo handling.
In 1992: VELOGIC opened a new Branch in Madagascar and has now 9 offices spread across the island: Ankadimbahoaka Antananarivo (Head Office), Ivato Antananarivo, Mamory Antananarivo, Antsirabe, Toamasina, Majunga, Tuléar, Fort Dauphin, and Sambava.
In 2017: VELOGIC became the UPS service contractor in the Indian Ocean, including Mauritius, Reunion Island, and Madagascar.
Madagascar is a huge island, not always mentioned in the shipping news. Could you tell us more about the main ports used on the island for project and related cargoes?
Port of Toamasina
The Port of Toamasina is Madagascar’s main port, handling approximately 80% of the country’s international maritime traffic. It is located on the east coast of Madagascar .
It is well-connected to major roads around the country and ensures the distribution of imported goods across Madagascar. It is primarily a container handling facility, and the port container terminal is one of the largest in the Indian ocean region.
Port of Toliara
The Port of Toliara is located on the southwest coast of Madagascar. The port deals with general cargo, but the main import product is cement, while the main export products include timber, seafood, mica, industrial stone, sisal, etc.
Port of Ehoala
The Port of Ehoala lies on the southeastern coast of Madagascar and includes a harbor near a natural bay, providing convenient anchorage for vessels. The port handles agricultural products such as rice, corn , and sisal but also dried fish, wood, and beans. It also handles Imports and Exports for Rio Tinto (Mining Company).
Can you organise inland transport in Madagascar?
Yes, Velogic can organise inland transport in Madagascar as we have contract agreements with most of the reliable inland local transport companies.
Madagascar’s road network are unfortunately among the least developed in the world, and most of its national and local roads are in poor condition.
How about customs clearance on the island? Is that difficult?
The Malagasy Customs is quite strict and uses a system called SYDONIA WORLD. The procedures must be well-adhered to. For example a BSC (Bordereau Suivi des Cargaisons) is needed. This system was developed by Gasynet, and this is required for all imports to any destination in Madagascar. Without this validation, no cargo can be customs cleared.
Please tell our readers about the size of Madagascar and also elaborate on some of the logistics challenges you are facing (it could be infrastructure, roads, etc.)
As already stated, Malagasy Customs is quite strict and there is also a BSC procedure in place which is not applied in many countries which also increases the customs clearance time .
The road infrastructure in Madagascar is quite challenging and inexistent in some places where the project cargo needs to be shipped. This is why a full road and land survey is required for new projects, so that we can check if it is feasible by road. For example, river bridges may be limited in the size and weight they can hold, and this will determine the type of transport we need to use. In some other remote locations, we should rent small planes, like the Cessna, to be able to access and deliver cargo in small quantities.
What makes Velogic a good choice when dealing with Madagascar?
We are among the Top 4 players in Freight Forwarding. Our offices are close to main ports and airport to provide fast and efficient services.
We have a dedicated and flexible team that can meet all your logistics and clearance needs.
Our company has 32 years experience in Madagascar and extensive project cargo achievements in country.
We have an excellent relationship with Customs, shipping and air lines.
How would it be best for our readers to contact you?
Tony YUE CHI MING (Country Manager)
Email: tony.yue@velogic-mg.com
Tel: +261 34 07 449 72
Zone Industrielle FILATEX Ankadimbahoaka
BP 1555 Antananarivo- Madagascar
Office: +261 20 22 269 03
Fax: +261 20 22 223 81 https://www.velogic.net/
Rhenus Logistics – Germany
For starters, what can you tell us about the history, origin and ownership of Rhenus?
The Rhenus Group is a leading global logistics solutions provider based in Germany with a history of more than 100 years. With roots in the inland shipping logistics sector, today our portfolio comprises a wide range of services: from warehousing and automotive logistics to truck and rail transport, inland waterway and short-sea shipping, port and terminal operation, last-mile and home delivery, office systems and information logistics, air and ocean freight services as well as specialized offerings, such as project and offshore logistics.
Within our project logistics activities, Rhenus has a long history going back to our acquisition of the project specialist KOG Worldwide in 2015 and its integration into the Rhenus family, which was completed with the company’s renaming as Rhenus Project Logistics in 2018. Today, with over 40 years of project experience, the strength of Rhenus Project Logistics lies in turnkey solutions for industrial projects, specialized cargo handling services, multimodal transports, chartering, offshore logistics and transport engineering. In general, the Rhenus Group has a strong footprint in Europe due to its history. This is where our service portfolio is the most diverse, with many subsidiaries specializing in European market offerings and solutions.
Rhenus is a global player in logistics. Worldwide, where would you say that you have a, shall we say, stronger market penetration?
Interview with Mr. Moritz Becker and Mr. Colin D’Abreo Co-VP Directors
However, Rhenus has long since branched out and established locations in the APAC region and the Americas more than 20 years ago. Certainly, these regions still continue to be developed. Within the APAC region, these developments concentrate on growth across the APAC region, with a special focus on Greater China and India. Specifically, Rhenus aims to develop intra-Asia trade lanes, connecting Asia across the Pacific and to the LATAM region, while also continuing to develop cross-border trucking activities in South-East Asia.
For the Americas, the recent Rhenus acquisition of blu Logistics in 2023 has marked a push for Rhenus to strengthen our presence in South America and complete our customer offerings through a local partner. This is a strategic approach that Rhenus focuses on – working with local partners and market experts while integrating them into the worldwide Rhenus network. This strengthens the global, holistic solutions we can offer our customers at each location.
The recent acquisition enhances the company’s Asia-LATAM trade route and expands air and ocean trade lanes from LATAM to Europe and the USA. While improving intra-Americas services, such as cross-border transport between Canada/USA and Mexico, Rhenus fosters nearshoring trends and strengthens continental links. In Canada, the focus on sustainability and green energy boosts offshore logistics, while project logistics are growing across the Americas.
For Project Logistics especially, Canada is a market where the expertise of working for European offshore projects is currently being implemented to support the offshore sector, which includes both oil and gas as well as renewables such as wind energy. A similar transfer of expertise and market development is being achieved in Taiwan.
Could you provide us with a few examples of cargoes you have handled recently specifically of project nature and that you are particularly proud of?
In Germany, we recently completed a project for a German offshore wind farm operator where we provided a walk-to-work vessel for the maintenance and repair staff. We organized the crew transports and chartering of the vessel. Within this project, the offshore maintenance for the wind turbines was handled by a Rhenus sister company, XERVON. The cooperation between XERVON and Rhenus Project Logistics as well as the usage of the Rhenus Cuxport terminal as a base port for the operation showcased the value of good cooperation between the companies and the ability to provide our customer with an all-encompassing solution without having to handle three different providers and contacts.
Another example for successful project logistics execution is the SuedOstLink power line, which will transport electricity from the North to the South of Germany over a length of 780 and 540 kilometres via underground cables; specifically from the grid connection points at Klein Rogahn near Schwerin in Mecklenburg-Western Pomerania and Wolmirstedt in Saxony-Anhalt to a site near Landshut in Bavaria. Rhenus Project Logistics organized the transport of the 280 cable drums, each weighing 85 tonnes, from France to Germany using several transport modes. The challenges of the project included the transport planning, including preparations of the infrastructure for the planned route, chartering, and organizing the availability of the special equipment. Rhenus was able to complete the project in the desired time frame and was able to use the Rhenus Group’s network and diverse portfolio, including own port terminals and barges, to provide an efficient and suitable solution.
Rhenus Project Logistics Canada recently secured a multi-year contract to support the Newfoundland Aquaculture industry. For this, a dedicated vessel from Norway will be imported and reflagged in order to be able to operate within Canadian waters. Once the process is completed, the vessel will spend its time sailing between mainland Canada and the fish farms in Placentia Bay NL on a continuous loop. This new business for Rhenus Project Logistics Canada is a result of the expansion of Rhenus Offshore Logistics (a specialist subsidiary within Rhenus Project Logistics) to the North American market. Rhenus Project Logistics Canada and Rhenus Offshore Logistics are working hand in hand to further develop this vertical in North America.
I once visited your terminal in Rotterdam. All the facilities were available, and it was most impressive. Can you give our viewers an overview of your “owned facilities” that Rhenus is running?
The Rhenus Group operates at 1,320 business sites in more than 70 countries. Highlights of such facilities (across all Rhenus divisions) are, for example, our warehouse locations in Tilburg, Wesel and Nuneaton, which rank among the most sustainable industrial facilities within Europe and have been built with PV roofs, rainwater usage systems, EV charging stations and other sustainable means in order to make them not only energy-efficient and CO2-optimised, but also keeping in mind the well-being of our employees. In other areas, such as port logistics, Rhenus has invested in sustainable infrastructure such as electric cranes and an EV truck fleet for short-distance trips at port terminals such as Duisburg.
We also actively test alternative drive systems within the shipping sector, such as three inland waterway barges that are currently being built and will be powered by electric batteries as well as hydrogen fuel cells – or a coaster vessel that was optimized for methanol fuel usage.
Recently, Rhenus has been on a buying spree to expand its market share. Are you still on the look-out? And is, for example, Scandinavia (an area where Rhenus has not been too active) a potential market for you? Any others in the pipeline?
Over the past years, Rhenus has seen tremendous growth, building on our strategy and the strong dedication of our own people. Our goal to become a major global solutions provider is a long-term view and our recent investments were sound and part of this strategy. For 2024, we will focus on building a stronger network in order to address our customers’ needs on a global scale. We actively monitor the markets and will take a look at what will best serve to complement our existing network as well as our customers’ needs.
But nothing concrete to communicate as of yet.
What makes Rhenus a strong contender and a go to company for project and related cargoes, in your own words?
As part of the Rhenus Group, our global network and the combination of logistics services and own assets is what clearly sets Rhenus Project Logistics apart from other market players. By working with Rhenus, customers can obtain a versatile portfolio of logistics solutions under one roof – or at a one-stop shop, so to speak. This includes various modes of transport as well as warehousing, value-added services, customs expertise, specialized equipment and niche focus areas and much more. Thanks to our global presence, we are able to provide our customers in most regions of the world with a uniform standard and ensure service quality. For Rhenus Project Logistics especially, this portfolio of services is complemented by our in-house engineering team, which supports our projects with regard to technical challenges and transport planning.
How is it best for our readers to get in touch with you?
Please get in touch with us through our website: https://www.rhenus.group/contact/ and find more information on Rhenus Project Logistics: https://www.rhenus.group/transport/project-logistics/
with Mr. Rudiger Glanzel Managing Director
First of all, Rudiger, which nationality are you, and when did you arrive in Brazil?
I am of German origin but left my mother country at quite an early age, heading southwest to Spain where I worked in different areas of freight forwarding for two decades. Perhaps this is the best way to integrate the innate German analyzing spirit into the rather temperamental Latin logistics world. My trend to settle in new realms (heading again southwest) continued in 2010 when I moved to Brazil.
Interview
What can you tell our readers history-wise about Direct Intercontinental and its ownership?
DIRECT Intercontinental was built from scratch, based on know-how, experience and a large amount of faith in God. We are a family business with my wife Viviane as second managing partner, leading the financial and administrative part of the Company. There is no interference from investment partners. Hence, we have been able to develop freely in our core business—that is project, ro-ro and oversized cargoes.
I have heard that Brazil can be a difficult country regarding customs clearance. Is that so, and what can you tell our readers about it?
Absolutely. Most of our local representatives are long-experienced customs brokers. This is also why we cannot allow any overseas partner to make out a BL without giving us room to approve it, not even for prepaid shipments. Brazil’s Customs rules are extremely meticulous. As specialists in intercontinental transports of heavy machinery and equipment, let us say that you can not even dream of shipping loose parts of a project on a breakbulk vessel and containerized cargoes belonging to the same lot, on a container-line vessel because this could make the importer lose the long-sought import tax reduction of up to 18% over the cargo value.
There are many ports in this huge country. Without naming them all, could you elaborate a bit about the main ports being used for import/export nowadays?
We should differentiate between breakbulk/multipurpose vessels and containerized business. For the first, we have Vila do Conde, Itaqui, Fortaleza, Vitória, Açu and São Francisco do Sul, among others, whereas the second group will need to include at least Pecem, Suape, Salvador, Rio, Paranaguá, Itapoá, Navegantes and Rio Grande with SANTOS being the most important of them all attending all types of vessels through several terminals.
Do you have experience in handling OOG and oversized cargoes?
These kinds of cargoes belong to our core business. They drive our development and constitute our passion for logistics.
Are you capable of arranging inland transport in Brazil?
For sure. We are non-asset based, and for this very reason, we have long-standing relationships with truckers specialized in oversize and heavylift cargoes plus vertical logistics asset-holders as well as with rather ordinary container or flatbed truck focused companies. For the latter, it is obvious that competitiveness on a rather rate-driven market is required, but for heavy machinery or oversized parts, it will be essential to have access to the most suitable equipment. A trucking partner specialized in railway wagon deliveries, including putting them on rails, will not necessarily be that competitive when it comes to transformers or heavy turbines to be collected from an exporter.
It is not a secret nowadays that many shipping lines wish to also offer logistics and inland services, thus depriving the freight forwarder of their role. What is your view on this?
We do see shipping lines offering inland trucking, but this is rather limited to regular standard container business and does not interfere that much in our core business.
How would it be best for our readers to get in touch with you?
You can reach out per e-mail at rudiger@directintercont.com.br or use my WhatsApp number +55 27 98127 3131. Website: http://directintercont.com.br/
Interview with Ms. Judy Yu Vice-president
CSI China: is that short for anything? Who are the owners of the company, Judy? When did you establish your company?
CSI is the abbreviation of the Founder; there isno special meaning. Our Managing Director is Mr.LiFei. Mr.LiFei established the company in 2004. It was formerly working under the “Royal Burger Group Beijing Rep. Office” and bought the CSI title in 2015. Mr.LiFei used to work as the liner manager of Sinolines China ( European—China liner service till 2003). This liner service was suspended in 2003. Mr. Li Fei left Sinolines and started the forwarding business.
Barge charter from Wuhan to Shanghai. Oil treatment equipment, with a diameter of 6-7.5m, barged via the Changjiang (Yangzi River) River to Shanghai terminal Luojing to catch the ocean vessel.
Do you have experience in moving oversized and project cargoes? Could you give us some examples?
We have twenty years of experience in handling oversized/overweight cargo transportation. The cargo includes machinery / steel products /engineering vehicles (Sany/XCMG/Heli/Zoomlion, etc.), bus, cars (gasoline/ev).
We have been working for the state-owned companies who imported the production lines from European
countries as well as the Investment abroad (export) by setting up the factory / construction project in Hungary, Serbia and African countries, etc.
Barge charter from Wuhan to Shanghai. Oil treatment equipment, with a diameter of 6-7.5m, barged via the Changjiang (Yangzi River) River to Shanghai terminal Luojing to catch the ocean vessel
Beijing is located inland, so I guess you mainly would be using Xingang/Tianjin as your preferred port, right? Or can you operate in any Chinese port?
Generally, the forwarder tends to work for the business near their location, but we are not working for “local” businesses and clients only. In the past 20 years, we have been devoted to providing tailor-made transportation service to worldwide clients and partners based on the cargo characteristics. There is no limitation on ports and/or routes.
We focus on very specific products, including machinery and vehicles. Both import and export under doorto-door. The route management depends on the elements such as transit time, cost preference, safety requirements, etc.
500T Crawler Crane to Mongolia by Road
How do you feel about the service from the shipping lines nowadays? Many shipping lines also want to be freight forwarders and compete. What is the situation like in China?
Yes, I can see the same intention of carriers in Chinese markets, as the shipping lines who have the logistics departments, providing on-line service, etc.
But the logistics of carriers and freight forwarders like ourselves are different.
For one, the target clients are different. The shipping company’s logistics department provides services to shipowners while freight forwarders like us service customers such as factory and trading companies and partners, etc.
For another, the target markets are different. Shipping lines focus on the volume cargo from big companies who sign long-term contracts. They treat this part as the basic cargo. Freight forwarders, on the other hand, put their efforts on the “small” clients who have various requirements. We provide targeted service under the whole logistics chain which is flexible.
So the shipping lines logistics branch never could replace the freight forwarder.
Is customs clearance difficult in China?
I have to say that it was relatively difficult years ago, but nowadays, the customs clearance is operated via an online system. As a result, the procedure is very smooth; there is no difficulty at all.
500T Crawler Crane to Mongolia by Road
Can you also arrange inland transport in China, and have you got any examples that you could tell our readers about?
We provide the domestic truck (standard, lowbed, hydraulic axle trailers), barge, rail, combined services, and cover whole Chinese ports and borders. We especially work the oversized/overweight pieces , such as transformers / blocks / wind towers / blades…. In fact ,we extend our inland delivery not only within China , but also via the border to Central Asian countries such as Mongolia, Europe and Russia.
How do you view the market for the remaining months in 2024?
The remainder of 2024 will be a positive time for the forwarding market per my understanding. Basically, the global container trade volume has shown a significant year-to-year increase, particularly a large number exporting containers from China to worldwide. The strong market demand supports the increase of freight costs. Plus the hard issues—container shortage, port congestion, longer transit time, narrow spaces, adjustment of vessel routes…all these factors lead to the market becoming complex and chaotic. The current market situation has impacted the break bulk, ro-ro, railway, etc., resulting in higher freight costs and increased space shortage. Those are the challenges we are facing as well as the opportunities to catch.
As the forwarder, we need to be more flexible on route management, mode of transportation, and be incisive on the local policy of different countries.
How is it best for our readers to get in touch with you?
Direct Tel: +86-10–84785536
Mobile: +86 13520785730(WECHAT)
Fax: +86-10-84785218
E-mail: judy.yu@csichina.com.cn
QQ: 2286088574
Skype: judy.yu@csichina.com.cn
International delivery to Mongolia
Ms Amandine Celerier Sings a Freight Forwarder Version of Green Day’s Basket Case
Editor’s Note:
Ms Amandine Celerier with a great past in shipping and logistics and now owner of ADEONA (www. adeona-global.com) tried her French/English singing skills about being a freight forwarder on the way home on the bus from our party in Accra, Ghana recently. As editor of PCW I covered the event. Fantastic and she is someone who is an individual not molded by a strait jacket in big corporation, but actually being an individual from whom we will and can expect great things.
Editor’s Note:
Even a globetrotter and editor needs some R&R and so do I. But shipping is never far away, my view from the Bangsaen, Thailand condo.
Featured Photo
Wise Words
Week #32 – 2024
August 8, 2024
Editorial
Dear Readers,
It is Thursday the 8th of August, and I am back with another newsletter; this time the first issue after a wonderful and long summer break.
I can’t say that I have been resting on any laurels, and it is indeed difficult to get back in gear, but as they say, there is an end to anything. I spent a month in Thailand. I was fortunate enough to have my 3 youngest kids with me and with access to a pool and a couple of local swim teachers who couldn’t speak much English but with good discipline, I am happy to say that all of them finally learnt to swim the right away. Shows what a dedicated effort with discipline and less talking can do. They learnt more swimming in that time than during 2-3 years of 1 hr on and off in the school in Sweden. Well, perhaps motivation helps, too, but there is indeed something to be said for having discipline along with teaching, and it IS indeed a serious problem in Sweden nowadays. Denmark is not far behind on that score, and it was reported recently that many parents spend thousands of USD on giving their kids extra tuition.
During the summer break I also visited my favourite place, Hong Kong for a couple of days and finally my native country, Denmark and my parents in DK-Grenaa where they have now lived for some 27 years and which is their final place of rest. As happy as I am and was to see them there was the depressing contrast to see the deterioration gradually happening. It comes to all of us. If there is something we cannot control it is time, and the clock running faster and faster.
As you know from some of the PCW issues in May, I had a long trip onboard an MPP vessel from Portugal to Japan earlier. Together with that I dare say that the first 8 months of this year have been quite eventful. I am right now in Latin America where I am spending a lot of time in one of my favourite countries, Chile. Latin America has its problems as well with some countries on the brink of disaster politically and where “leaders” unable to step aside are more keen on staying in power than actually looking after their population. At least Uncle Joe in the US decided to step down before another blunder. Now, it remains to be seen what comes
next. The world can hope that the US and its 300 million + population can find some competency to lead the world because the BRICS alternative in leading the world will NOT be good for anyone — certainly not for democracy, freedom of speech, or living in a place where you are free of surveillance.
I compiled a bunch of pictures here from the trips I had since the last issue in June and until now, this first issue in August.
here
And
videos taking off from Madrid, over the Andes, landing in Santiago, Chile:
So yes, overall a fantastic summer with good times, meetings, relaxation, and expanding the view as always happens when traveling the world.
The world of shipping is back to the “Happy Corona” days in terms of rates and full-booked vessels. Given the inability of the world to take care of the problem arising in Yemen and The Red Sea, it is indeed happy days for the CFO’s of the main shipping lines of the world. In war and crisis, there are always winners, too. For some, there is no reason to end disaster as there is profit to be derived from it. Here I think of the “usual freedom fighters” or others who claim working “for the people” whilst in fact working for themselves.
Still, life goes on, and as mentioned before, time is passing and fast, but concerning society and to some extent we must talk politics a bit too, it seems to me that Sweden is falling fast in respect and awe from the world outside. Over the last few years there has been a surge in crime, child soldiers and what not that without reason is now a plague for a socialist and wonderful welfare paradise where noone is left hungry. It may soon be coming to a place near you. Danish policy and society is even talking about checking passports due to criminals coming in from Sweden… go figure!!
This article (PDF) from the Daily Telegraph regrettably tells it all it seems.
So without further ado and getting back in gear. We have today 1 fresh interview for you and 2 that I have chosen to re-publish. They are as follows:
1. CLI & Incotrans (both in Germany) offering regular monthly services for many years to North America and Canada in particular.
2. Atlas Heavy Transport in Houston, Texas — a reliable inland service and project services provider worldwide.
3. Masterline, Paraguay — part of a Latin American group active in several countries in this vast continent.
I also remind you to download our APP (link here). You may also take a look at our Mediakit (link here) in case you wish to place a banner ad that links to your website. Since we only allow a few, you WILL BE noticed by some of our 40,000 + receivers worldwide.
We are back again on 22/8 with fresh interviews and with all then back from their vacations etc., there will be new content for sure.
With these words, wishing you well and see you in 2 weeks!
With best regards,
Yours sincerely, Bo
H. Drewsen bo.drewsen@projectcargo-weekly.com
and
&
Mr. Torsten Bender, Owner at Incotrans GmbH
Mr. Marc Schweiger, Director Projects
Breakbulk at CLI Marine, Germany interviewed by Bo H. Drewsen, Editor in Chief at PCW
Frank Scheibner, President & CEO at ATLAS Heavy Transport LLC & ATLAS Heavy Projects LLC interviewed by Bo H. Drewsen, Editor in Chief at PCW.
Video Interview: Incotrans & CLI Marine
[From the Archives] Video Interview: Atlas Heavy Transport
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.
Interview with Mr. Antonio Acosta Business Development Manager
South America is a large continent, and since you are present in many countries, we can start with the 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.
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.
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
Landing at Chek Lap Ko Airport, Hong Kong
Editor’s Note:
Landing in Hong Kong was my favourite landing spot ever since Kai Tak Airport which I arrived into in 1986. Although Chek Lap Kok is different it is still an awesome experience and particularly with Cathay Pacific of course!
Editor’s Note:
Two Great Shipowners and MPP Vessels Seen Here in the Danish Port of Esbjerg Last Week!
Wise Words
Week #34 – 2024
August 22, 2024
Dear Readers,
It is Thursday the 22nd of August, 2024 and we are back with a fresh edition of our highly acclaimed newsletter.
I am currently in Santiago, Chile. I will be working out of here until my next trip, and for once, I’ve got a minimum of 6 weeks without any flights planned. It is a strange feeling sometimes to be stationed at one place for a longer period of time. It does give you the feeling of ease because you can make your appointments locally… if not this week then next week. Any medical appointments, dentist (that I always delay…) or operations that you need to do (which I also prefer to delay) can be deferred to a later time.
However there is no doubt that once age creeps in, delaying anything vital in life is no longer an option. For me, I know that I need to have yet another operation. This time in my left hand for what is known as “Dupuytren’s contracture”. If I don’t and I leave it be, I won’t be able to write on the computer unless I am using my index fingers only. No one knows what causes this disease which primarily hits people of Nordic descent (which I am), and that is the thing. There are things in life that simply cannot be explained or even Googled; at least, not the root causes. Take a look here.
Generally, I have been blessed with reasonable health throughout my 61 years of life, so I can’t complain. Come to think of it, what matters more than good health ? Yes, that is right…nothing. Sickness, tragedy, accidents can happen at anytime, so I for one am trying to live my life to the full as long as I have it. This is not a new thought on my account, but in recent years, it has crept into my mind with increasing frequency that life isn’t waiting for you. Take your decisions, go for it, because it is better to Regret what you did instead of what you didn’t do! Some people play on your guilty feelings, exploit them, and one day, you look back only to hear that: “Sorry mate, time’s up.”
Do you recall the movie Papillon with Steve McQueen and Dustin Hofmann ? The worst “crime of all” is that
of a wasted life. See this clip from the movie where McQueen in his dreams during imprisonment has a very realistic dream indeed! See this and think it over, read also the comments below the clip!
I visited the Port of Valparaiso this weekend as you can see from the featured video of the week. This is the port city where my father paid a visit originally in 1958 as an apprentice onboard mv Aggersborg on charter to Lauritzen Line, so it plays a special role. Whilst on the pilot boat harbour tour arranged by a good friend of mine, it was a pleasure to be able to call and show my dad live some footage from his son being in the Port of Valparaiso some 66 years later!
I am sure back in the day my father had many hardships being away from his children, and we all do. The difference is of course that back then they could only wait for a letter in the next port from their loved ones. No WhatsApp, Wechat, Zoom, Tik-Tok or other remedies for loneliness.
Speaking of which, perhaps all these social media options create more lonely people than ever; now that is a thought! Sometimes I wonder if parents have any clue what their kids are up to on the apps. In Sweden, it is popular among criminals even to hire youngsters via encrypted apps to commit horrific crimes. Something isn’t right, and social media should be reigned in, but how to strike a balance between media freedom and reasonable control — beats me.
Now back to the shipping business which is in a boom time, and thank God for that I guess. Yet, we all know there are cycles in our business too, so perhaps the rates at some stage will come back to normal, and the service level for customers and forwarders alike will start to resemble the word PROPER again. Let us see. As I have alluded to several times, in war and crisis there is always someone who profits, not least the weapons industry. We can trust democracies and non democracies alike to be equally eager in selling whatever hardware they can produce!
This week in our newsletter, we’ve got some interesting, fresh, and non repeat interviews in store for you. What a relief that everyone seems back from their holiday rounds.
1. CONGREX in Panama is our first interviewee. They are in charge of arranging the FIATA WORLD CON-
Papillon – A Wasted Life on Youtube
GRESS in Panama in September. They tell us about their work and their importance in arranging such huge global events in a VIP crossroads of the maritime trade.
2. EXIM in Japan is a versatile project freight forwarder in the Land of the Rising Sun. Interesting to see that not every company in Japan is a MEGA company and that small is beautiful too.
3. ESS Projects in Shanghai, China is another such example. We cannot avoid either the products of the Middle Kingdom or their growing influence in the world. So vital indeed to have good logistics links there too. ESS Projects has it.
We also remind you that in case you are around at:
Do NOT forget to download our APP – here is the link – It is free, our newsletter is free, and thus you have no excuse to be afraid of the purse strings since there is no better investment in listening to our podcasts or reading our interviews to know more about shipping on a personal level.
See you again on September 5th!
Yours sincerely,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Interviews
Congrex Americas – Panama City, Panama
Interview with Ms. Cinthya Uzcategui Operations Director
First of all, what can you tell our readers about the history of Congrex? Who are you, when was the company established, and what is your main function regarding promotion?
Congrex Americas is a leading event management and organization company with a strong foothold in Latin America. Established in 1974, we have a rich history of delivering meaningful events that drive business growth and foster connections. As the Operations Director, my role is to identify opportunities, build strategic partnerships, and promote our events as the premier choice in their industry or areas of expertise. Our focus is on creating unforgettable experiences that leave a lasting impact.
I understand that you are handling the mega event FIATA World Congress in Panama in September. What can you tell us about this event? How and where to register, and how many do you believe would be coming to attend?
We are thrilled to be hosting the prestigious FIATA World Congress in Panama this September. This global gathering will bring together industry leaders, experts, and professionals from around the world to discuss the latest trends, challenges, and opportunities in the freight forwarding and logistics sector. To register for this momentous event, participants can visit our official website at www.fiata2024.com.pa. We anticipate over 1000 delegates from more than 25 countries.
The decision to host the FIATA World Congress 2024 in Panama presents a unique opportunity for Latin America to showcase its growing role in the global logistics and supply chain industry. Here are some opportunities:
• Position Latin America as a logistics hub: The event provides a platform to highlight the region’s strategic geographic location, advanced infrastructure, and potential to become a major logistics hub connecting North and South America.
•Attract foreign investment: By showcasing Panama’s capabilities and the overall potential of the Latin American market, the event can attract significant foreign investment in logistics, transportation, and related sectors.
•Promote regional integration: FIATA 2024 can foster collaboration and cooperation among Latin American countries, leading to the development of regional logistics corridors and improved connectivity.
•Knowledge and technology transfer: The congress offers a chance to share best practices and cutting-edge technologies with the Latin American logistics community, driving industry innovation and efficiency.
•Talent development: The event can inspire young professionals and students to pursue careers in logistics, contributing to the development of a skilled workforce in the region.
•Tourism boost: The influx of international delegates will generate economic activity and promote Panama as a tourist destination.
Overall, FIATA 2024 in Panama is a catalyst for accelerating the growth and development of the Latin American logistics sector and positioning the region as a global leader in the industry.
Do you feel that after the Corona pandemic, companies’ and people’s interest in attending expos and events is back to normal?
Absolutely. The events industry has shown remarkable resilience in recovering from the pandemic. We have witnessed a resurgence of in-person events, with companies and individuals eager to reconnect, network, and do business face-to-face. While virtual components continue to play a role, the demand for live events has undeniably rebounded. Panama is no exception as a very competitive event destination.
How many events are you involved in per year roughly? And are you focusing only on Latin America or other locales?
Congrex Americas is involved in an average of 25 to 30 events annually. While our primary focus is on the Latin American market, we also provide support to our international clients in other regions. Our expertise extends beyond regional boundaries, allowing us to deliver world-class events across diverse industries.
What makes Congrex Americas the best partner to team up with for such events?
Congrex Americas stands out as the ideal partner due to our deep understanding of the Latin American market and 50 years’ experience coupled with our global event management expertise. Our dedicated team of professionals brings a wealth of experience and creativity to every project. We excel at building strong relationships with clients, vendors, exhibitors, and attendees, ensuring the success of every event. Additionally, our commitment to innovation and sustainability sets us apart. We do stand for our brand promise creating opportunities for communication, collaboration, education and growth.
What kind of events do you have in the pipeline for 2025?
We are excited about our upcoming events in 2025, which will cover a variety of industries and sectors. From medical, educational, government and corporate. While we cannot disclose specific details at this time, we can assure you that we are working diligently to curate exceptional experiences that meet the evolving needs of our clients and attendees in Panama and also in the region.
How would it be best to reach you in case our readers wish to get more information?
Readers: you can reach us through our website at congrex.com.pa or by contacting us directly at events@ congrex.com.pa. We welcome the opportunity to discuss your event needs and explore how Congrex Americas can help you achieve your goals.
Mr. Kaz Fukuda Managing Director
Please tell our readers about your background and history in logistics. Why did you choose this career?`
I wanted a job in which I could use English, so I selected the freight forwarder industry about 27 years ago. I mainly handled containers (including special containers) in the pivot of Japan / USA traffic.
Interview with
Since 2005, I have handled various types of heavier and wider cargo. This includes break bulk, RORO vessels, and especially Locomotive and Multiple Tie Tampers (called MTT).
Cargo dimensions: L21.15m x W2.84 x H3.7, Weight: 51 tons
Scope of work: pick up at the site, delivery to the port , feeder to Yokohama port, loading on mafi-trailer
What is the history of EXIM in Japan, and what field in logistics are you specialised in?
As I had experience in shipping locomotives, MTTs, one of my customers is a seller of MTTs. I secured the business of the seller, and then I established my own company.
I specialize in transporting locomotives & MTTs, and handle domestic transportation in Japan and overseas shipping.
Japan, as we understand it, is a conservative market. Customers tend to stay long-term with their providers. Is that still the case or is it price sensitive? What are your strengths in EXIM to secure business?
Nowadays, Japanese customers are price sensitive. However, they would like to communicate with Japanese who are overseas. Therefore, they prefer Japanese companies overseas to deal with Japanese freight forwarders.
My strength in EXIM is experience of transportation and my knowledge of the shipping industry.
How do you view the market in 2024 as a freight forwarder? Do you see that you have problems finding space with the shipping lines currently?
In 2024, the freight forwarder business might have a good chance, because the space will be tight and ocean freight will increase. So shippers/consignees will be looking for new freight forwarders. Therefore, we have the chance to get new customers.
However I have faced space problems, because ex Japan, the mother vessels are calling Japanese ports less frequently; the feeder vessels call and tranship via China, Korea and Taiwan. The space volume is not enough in the Japanese market.
Can you also arrange inland transport in Japan?
Yes, I have an affiliated Japanese company, so I can arrange inland transportation in Japan.
How would it be best for our readers to get hold of you?
Kaz Fukuda
Email: kazfukuda@eximodf.com
Mobile: +81 70-2209-0978 (WhatsApp, Line)
Global Managing Director
Can you tell our readers about the background and history of ESS Project Forwarding? What does the abbreviation ESS stand for?
ESS Project Forwarding has a rich history rooted in delivering specialized logistics and freight forwarding solutions. Established with the mission of providing tailored services to complex logistics needs, ESS Projects has grown into a trusted partner for clients across various industries.
ESS Project Forwarding – Shanghai, China
Interview with Mr. Mahyar Forghani
The abbreviation ESS stands for Excel Sea Shipping. We use the abbreviation as our brand name to reflect our broader range of services and commitment to excellence. This reflects our core commitment to offering efficient, reliable, and innovative logistics solutions. Our focus has always been on understanding the unique challenges of project forwarding and developing customized strategies that ensure smooth execution from start to finish.
Since our inception, we’ve built a reputation for handling intricate logistics tasks, including oversized and heavy cargo, with precision and expertise. Thanks to our local partner, our team comprises experienced professionals who are passionate about solving the logistical challenges our clients face, no matter how complex they may be. Through continuous innovation and a client-centric approach, ESS Projects is steadily climbing the ranks in the logistics and freight forwarding industry, with a clear goal of securing a spot among the top 20 companies in our local market within five years.
How long have you worked in China? How is it to work in the “Middle Kingdom”?
ESS Projects has been actively operating in China for several years, with more than 20 years of hands-on management experience. During this time, we’ve gained invaluable experience and deep insights into the country’s logistics landscape. Working in China has been both challenging and rewarding. The country’s rapid economic growth and evolving infrastructure present unique opportunities and require a high level of adaptability and innovation.
China’s vast market and diverse regional dynamics mean that each project comes with its own set of complexities, but these challenges have only strengthened our expertise. We’ve developed strong local partnerships and built a team that understands the nuances of doing business in China, allowing us to navigate the market effectively and deliver exceptional service to our clients.
What made you decide to start a career in shipping and logistics?
My passion for the sea began at a young age. I always dreamed of becoming a ship captain. I was set on this path and even passed the university entrance exam, but unfortunately, I couldn’t pass the eye exam because my vision didn’t meet the 10/10 requirement due to needing glasses. Though this setback was disappointing, it didn’t diminish my love for the maritime world.
Instead of giving up, I decided to channel my passion into a different aspect of the industry. I pursued a master’s degree in finance & accounting, which equipped me with the skills needed to excel in the business side of shipping and logistics. At the age of 20, I started my career in this field and never looked back. It allowed me to stay connected to the industry I love while also leveraging my financial expertise to contribute to its growth.
Even now, whenever I visit a seaport—whether it’s to supervise a special operation or meet with a customer—I still feel the same enthusiasm and ambition I had when I was 20.
Turning back to the company ESS, it is well known that the shipping market is competitive now. What are the strengths would you say that ESS has in the market compared to other competitors?
In today’s competitive shipping market, we stand out due to several key strengths which collectively position ESS Projects as a leading choice in the competitive shipping market, enabling us to offer exceptional value and service to our clients.
1. Customer-Centric Approach: We prioritize understanding and addressing the unique needs of each client. Our customized solutions and personalized service ensure that we deliver exactly what our clients need, which fosters long-term relationships and trust.
2.Expertise and Experience: With years of experience in the industry and a dedicated team of professionals, ESS Projects has the knowledge and skills to handle even the most complex logistics challenges. Our expertise spans various sectors, allowing us to offer comprehensive and effective solutions.
3.Innovation and Adaptability: We continuously invest in the latest technologies to automate processes to
stay ahead of market trends. Our ability to adapt quickly to changing conditions and incorporate innovative practices helps us maintain efficiency and deliver superior results.
4.Strong Local and Global Network: Our extensive network of partners and agents both locally and internationally enables us to provide seamless and reliable service. This global reach combined with local expertise allows us to manage and execute logistics operations with precision.
5.Commitment to Excellence: True to our slogan, “Strive for Excellence,” we are dedicated to exceeding client expectations and continuously improving our services. Our focus on quality and reliability sets us apart from competitors and ensures that we consistently deliver outstanding performance.
Nowadays, some shipping lines are extremely arrogant due to being fully booked. Rates are mainly exorbitant—if not due to Corona then due to some political upheavals. How do you deal with that in today’s market, and are there some lines you prefer over others?
We maintain relationships with a broad network of shipping lines, carriers as well as joint collaborations with some local freight forwarders in China. This diversification allows us to offer flexible options and find the best solutions, even when certain lines may be less accommodating or have higher rates.
While some shipping lines and carriers may be more challenging to work with, we prioritize specially local carriers known for their reliability and service quality. Ensuring that we partner with dependable lines helps us maintain high service standards and minimize disruptions.
Are you able to provide inland transport in China?
Yes, ESS Projects is fully equipped to provide inland transport services within China. This includes both pre-carriage services from the shipper’s premises to seaports and inland road freight to destinations in the CIS and Caucasus regions via Khorgos (Kazakhstan), a service we added to our portfolio in 2020 due to the Black Sea conflicts.
Today, we offer comprehensive road freight solutions for transporting heavy and oversized cargo from inland China to Uzbekistan and Azerbaijan via Kazakhstan. To ensure these complex logistics operations are managed with precision and efficiency, we conducted a detailed route survey of approximately 5,600 km. This thorough assessment helps us optimize the route and address any potential challenges, guaranteeing smooth and reliable transportation.
How do you view the market for the rest of 2024? We have heard that the market, although strong for exports, is difficult currently?
As a Chinese freight forwarder, we view the logistics market for the rest of 2024 as a blend of opportunities and challenges.
On the positive side, the export market remains robust. China’s role as a global manufacturing hub continues to drive strong demand for its products, maintaining a steady flow of shipments. In fact, China’s exports reached a record high of $1.6 trillion in the first half of 2024, marking a 3.7% increase year-on-year
However, there are significant challenges to address. Port congestion is a major concern, with key Chinese ports such as Shanghai, Tianjin, Qingdao, and Ningbo-Zhoushan experiencing delays of over 15 days and
increased dwell times. Additionally, global economic uncertainties, including concerns about a potential recession, geopolitical tensions in regions like the Red Sea, Persian Gulf, and Black Sea, and new customs taxes on certain Chinese goods, such as electric cars and parts, add to the market’s complexity.
Despite these hurdles, the Chinese government’s investments in infrastructure and initiatives to enhance trade with GCC and CIS regions are creating a more favorable environment for logistics companies. These developments offer potential for increased trade and business opportunities, even as challenges persist through the end of 2024.
How to get in touch with you?
To get in touch with us at ESS Projects, please contact us:
Email: shanghai@ess-projects.com
Phone: +86 21 5169 6206
Website: www.ess-projects.com
Office Address: Kerry Everbright City Tower One, 11/F, No.218, Tianmu West Road, Jingan District Shanghai P.R China 200070
Port Tour in Valparaiso, Chile
Editor’s Note:
A great weekend trip to the Port City of Valparaiso. Although now a bit rundown in places it is still a historic port by the Pacific Coast of Chile. My father was there in 1958 and frequently during 2 years as apprentice onboard J. Lauritzen West Coast Line.
Editor’s Note:
During my port tour in Valparaiso saw some of the ships regularly service the Easter Islands anchored…. Easter Islands or Rapa Nui belongs to Chile and is part of their territory
Wise Words
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Week #36 – 2024
September 5, 2024
Dear Readers,
It is Thursday the 5th of September and PCW is back again.
This past week has seen me remain here in Santiago, Chile without any traveling outside. I have had several meetings with interesting people. Besides meeting network members and shipowners such as BBC Chartering and Volans, I also had a most informative interview with the owner of a Belgian company, one of our interviewees today who actually has lived in Kyrgyzstan and worked in Sakhalin. I am always impressed by people who are more than “couch managers”. In other words, people who are willing — with or without family – to travel to their places of business.
I had a visitor coming from Peru as well. Peru is a country that I regrettably haven’t visited since 2012 when I arrived as a passenger onboard mv Lutetia into the port of Callao. Peru has a huge mining expo in September, and I should be going there. However, I need to catch my breath before flying to Panama and Houston in the coming weeks. The gentleman from Peru is representing Air Sea Logistics. He has an interesting background as well. Air Sea Logistics has also done several projects into the Amazon jungle via Peru.
Residing here in Chile reminds me daily to wake up to the fact that the rest of the world “almost” have gone home for the day. Thinking about the time in places like New Zealand, Australia which is on the other side of the dateline makes it even more confusing. It also does mean that I have difficulty attending online meetings which cater to European or Asian time zones. On the other hand, afternoons here are relaxed as everyone for sure are having dinner or are asleep in Europe or Asia.
Speaking of New Zealand, which perhaps is “further away” than Chile, I did manage to have a great interview with a logistics provider there. New Zealand is indeed the country of the Lord of the Rings movie and one of the most beautiful countries I ever visited. I even took a train ride from Wellington to Auckland in 2019 (see video here).
New Zealand is definitely worth a visit…perhaps even before you visit the West Island (☺) which they jokingly call Australia.
On the shipping front, it seems that the brave Houthi warriors are still attacking defenseless cargo ships in the Red Sea. It is indeed incredible that the whole world, including the Arab world, stands seemingly idly by whilst one environmental disaster after the other happens to our oceans and its marine life. As PCW suggested before, we believe that the Green Parties of the West should engage with the Houthis to impress on them their green agenda, but we don’t see any political activism here. Yemen is a place where it does not pay to have politically correct opinions whilst sipping a cafe latte after having parked your E-bicycle… Perhaps shipowners should completely abandon transit via the Suez Canal? Whether they will or not remains to be seen. The other big channel, the Panama Canal seems to be going better and better with enough rainfall apparently now to enable quicker transit and less queueing.
Next stops for me (as mentioned before) are Panama in September and Breakbulk Americas in October. At Breakbulk, I am the host for owners and also network (CLC Projects & Cross Ocean) members at a nice seafood restaurant in Houston. It should bode well for a great networking event. And as well we all know, don’t order appetizers in Houston restaurants — the main course portions are big enough already ☺.
With best regards,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Interviews
Renaud Stiers, MD at ABL Dissaco is interviewed by Bo H. Drewsen, Editor in Chief at PCW.
Video Interview: ABL Dissaco
General Manager
For starters, Joao, what can you tell our readers about yourself and your own career? When and why did you start a career in shipping?
I signed up in 2008 with the BBZ (technical training school ed.) in Santiago called Insalco. I immediately got an Internship at Ultramar where I was lucky enough to be part of their trainee formation program. For the first couple of years, I would rotate within different Business Verticals of the Ultramar Holding. Just to name a few, during my internship years, I have been: a Boarding Agent at Quintero, passed through Ultramar Chartering (now Lighthouse Chartering), and worked at Craft & Ultramar Logistics among others. This gave me a very wide notion of the Industry. I have not left the industry since besides a 2-year travel period.
Interview with Mr. Joao Saldias
About AirSea Logistics in Peru, tell us about the company, ownership, and about the main activities of your company?
AirSea Logistics is a Chilean-owned logistics company which is strongly focused on inbound containerized and loose cargo. We are strongly present in the following Industries: Mining , Automotive , Agriculture, Retail.
Peru is a beautiful and rich country also in mining deposits etc. Are you involved within the mining industry in Peru as well?
We are very much engaged in the mining industry and are familiar with the standards of the biggest mines in Peru. We are mostly active in the inbound supply of spare parts, bearings, fittings, machinery and lubricants.
Peru has many ports, yet many outside Peru have little knowledge about them. Can you elaborate on the ports available for import and export in Peru, and which ports are the major ones for international trade?
Southbound we have:
•Terminal Portuario de Paita: Multipurpose, main activity is perishables (Reefer cargo)
•Salaverry: Dry Bulk
•Callao: APM / DPW
•Puerto Paracas SA: Reefer cargo and Project cargo
•Matarani: Main mineral export port, serves 3 mining companies. Yearly tonnage about 6 Million Tons
•Yrimaguas: Fluvial waterway, connects with Brazil
•Arica (Chile) Gateway to Tacna, Arequipa and Cusco Region with the best vessel reliability of any nearby ports.
There is a new port being built by the Chinese. Can you tell us more?
The Chancay Port Terminal will be in Chancay which is situated about 65 km North of Lima Bay. The reason this is such a hot topic is the potential it’s got, but such potential must be fully stabilized with a lot of prívate and públic investment for the hinterland connections this port requires to become a real HUB.
Topics like cabotage, trains west-east, road construction as well as a very articúlated connection to Paracas, Callao (Callao -Port needs to become a HUB to feed Chancay), Salaverry and Paita.
You can probably relate to this as it is a similar case of what happened to Valparaiso when San Antonio started booming. It took a while, but it eventually bécame the Main Chilean port. For me, Chancay has that potential, and it can pull cargo from other countries and be a direct connection to China, as most container carriers now first hit México and then go southbound or back west.
This could easily trim a week of sailing to the schedules and that enables a whole lot of commodities to reach new markets.
Our big challenge is that public investment will play ball with the prívate investment required to fully take advantage of the geopolitical significance of what a port like Chancay could mean in 10-20 years from now. That is the way Cosco Shipping Ports is looking at it.
Do you have experience in handling oversized and project cargoes? Could you provide us with some examples?
I do have experience in oversized cargo. I spent almost 2 years as a Boarding Agent and have arranged some 100 OOG/ Break Bulk / Roro shipments in the last 2 years.
I have also had my experience in Chartering as well as Dry & Liquid Bulk.
How do you view the Peruvian market for the rest of this year leading into 2025?
2026 is an election year, so I don’t see much changing before that. There are a lot of positive talks and a lot of projects being set to unclog, but the truth is we see that moving at a snail’s pace. Patience is the key, but we have to keep our head in the game and be on top for when they unclog.
How would it be best for our readers to reach you?
By phone or email:
Cell: +51 9191293816
Email: jsaldias@airsealog.com
Seabridge – Auckland, New Zealand
Interview with Mr. Matthew Pearson Director
For starters Matthew, please tell our readers a little about yourself. How come you are in logistics? What do you like about this career?
I started in logistics in 2007 and worked in exports, imports, customs and sales. A few years later, I moved into management, and then shortly after, began focusing on project cargo. I find the dynamic nature of forwarding addictive. There is never one day like another, and I really enjoy delivering service-based results to our valued customers and partners worldwide.
When was Seabridge established, who owns the company, and what you can tell our readers about coverage in New Zealand — as I understand you also look after some of the Pacific Islands?
Seabridge NZ was established in 2020 while Seabridge Australia was established in 2010. Seabridge NZ is owned by Seabridge Australia, Cardinal Global Logistics and myself. We currently have offices in Auckland and Christchurch with more to come. Through the larger group, we cover Australasia, Asia, Europe, and others. We also assist our partners and clients with project logistics through Asia Pacific as part of our services.
Have you found that the customer service of several of the usual reputable shipping lines have deteriorated in recent times or is virtually non-existent? How do you view the fact that some owners would like to act as freight forwarders too?
Certainly—with the current movement to online platforms, shipping lines have lost their personal touch. I understand they are trying to be competitive, while delivering financial returns to investors, but the service to customers has decreased significantly over the last 5-10 years. I see it as a good thing though, it means the value of a reliable freight forwarder has never been more important.
Could you provide our readers with some examples (pictures etc) of projects you have handled to or from New Zealand or the Pacific Islands.
Yes, I have included some photos of a part charter we facilitated in New Plymouth for an urgent crane needed on a wind farm. It was door-to-door and broken down into 31 pieces, 237TN, 590cbm. It was part of a full charter we going around different ports in NZ which we pushed inducement calls into smaller ports to service our customers needs.
Used machinery has very specific requirements in NZ, so we had to work with the stevedores, MPI, transport and the customer to ensure smooth handling from start to finish.
How do you view the market currently, and until the rest of the year, what do you see if you look into your crystal ball?
I gave my crystal ball up during Covid. However the current market trend (increased pricing and decreased capacity) seems to be here for the next quarter. There is a big difference between now and during Covid times though in that the volumes are still down. I do not believe we will get to Covid levels, and if we do, then I believe it won’t be for long. The global economy simply hasn’t recovered enough to sustain high freight rates with low volumes for an extended period.
Are you currently a member of any international networks?
We are a member of Cross Ocean and also other non-project-based networks.
How is it best for our readers to get in touch with you?
The best way is to email me: Matthew Pearson: mpearson@seabridge.co.nz and cc our other project specialist Craig Stapleton: cstapleton@seabridge.co.nz
Departing Port Botany / Sydney Onboard CMA CGM Georgia
Editor’s Note:
5 years ago I departed Port Botany, Sydney onboard mv CMA CGM Georgia as passenger. Coming from Singapore to Melbourne, Sydney was the last stop before disembarking. An incredible journey thanks also to the Chinese/Sri Lankan mixed crew for looking after us passengers (2 of us).
Editor’s Note:
With a 47 day passenger trip onboard mv ABB Vanessa from 15/3 – 3/5 (Portugal to Japan) it was a marvel to actually be in Denmark in July when the vessel arrived back from Asia to discharge some heavylift equipment in the port of Esbjerg. Here she is again alongside Esbjerg.
Wise Words
Week #38 – 2024
September 19, 2024
Dear Readers,
It is Week 38, Thursday, and I am again writing this editorial to you from the 19th floor overlooking the Andes mountains in the Chilean capital of Santiago.
This week is independence week, so virtually the whole country has come to a standstill from mid-week. Thus, there is nothing better to do than relax or take a long drive to the Pacific Ocean in order to take a look at a place some hours away by car from the capital. Most people have left already, so traffic will be light.
I am otherwise preparing for a trip to Panama where I shall attend the FIATA World Congress taking place from the 24th to the 27th of September. It will no doubt be a place where I can meet many freight forwarders, discuss their current situation, and know more people in places and countries where I still haven’t been.
The world has not changed much since my last editorial — in which I tried to make a new kind of editorial style incorporating the interviews a bit in the editorial. Yet, I find after all that the best way is to get back to “normal”.
Productivity is a word I learnt more about recently. Former Italian prime minister, Mr. Mario Draghi left a devastating report on the current competitiveness of the EU in comparison with both the US and China (see here).
Now I don’t think most Europeans would like to live either in the US or China for that matter, but we do have an issue with over-regulation, not only for businesses and the green hysterical lobby but also and more importantly from ECHR, the European Court of Human Rights.
I am all for human rights but when they become activists and wish to micromanage the legislation of national governments (such as whether or not we can expel a father who violated his child because of “human rights” or because the prisons in the native country are not up to “standards”), where are we?
The ECHR is a legacy from World War II. Then, it certainly was prudent to have a minimum set of rules to follow. However, now, I think we are seeing the downsides. These include illegal immigration, crime, and clan-related or widespread crime syndicates which to a great extent roam free around Europe because we have no border controls. At the moment, we are somewhat in dire straits.
And yes, I know that the minute anyone questions the ECHR they are called either a racist, far right, or whatever, but that is just not the case.
We need to stand up more for Europe, make the EU efficient, particularly when it comes to reducing the number of rules and regulations that companies must follow. Yes, agreed, we should not have a monopoly anywhere, and here we need strong powerful rulings, so that we are not overrun. But we must also develop our own industry, competitiveness, and yes, productivity, so we can move the continent forward.
The EU is very busy with ‘who gets what position in the commission’, etc., and that seems to be the key focus for our well-paid politicians. The gravy train is still there for all to see, not least the “gravy trucks” that still roam the roads between Brussels and Strasbourg once a month to the tune of a cost of EUR 150 million a year. We really need to accomplish more than grand speeches if we will be able to compete overall.
On the subject of productivity, I also notice that for the first time ever Volkswagen, a beacon of light for Germany, is now talking about closing plants in Germany! That I never thought to hear that in my lifetime, so something is up…
On the personal front, life is good, although I need to get another check up soon as I have started to have some pains in my hip. Although I am still at a respectable 61, there is no doubt that time is passing, and quickly, and the “old Volkswagen” needs more and more attention as the time passes. Suddenly, what was easier before in a sense becomes slowly more difficult or time consuming. Well, as someone said, “It is difficult to become older; we never tried it before!” ☺
I have plans to take another freighter trip in the middle of next year. AGW and I am currently talking to a couple of shipowners now for either Asia to Europe or Korea to Australia. I do have high hopes to be able to take such a trip again. There is also the possibility of boarding in Chile and sailing along with a reputable MPP carrier to Houston or New Orleans via Panama (now that the water level is back to normal…☺), but otherwise the Magellan Strait at the far south of Chile would have been a treat. I shall keep you posted, trust me. I will try if possible to get my then-to-be 16-year-old son along with me. He might learn more on such a trip than 3 weeks in school in Scandinavia ☺. There is only so much books can teach you…
This week in Project Cargo Weekly we’ve got some stellar interviews in place I believe:
1. Comark Project Logistics in Slovenia is a strong, family-owned company involved in trucking, logistics, seaworthy packing, etc. and they’ve got a good reputation. We speak to one of the owners. Generally, the advantage of being family-owned is the ability to act fast and not adhere to greedy shareholders.
2. WAVE Logistics in Uruguay — another small country like Slovenia but also with a strategic location—is a well-managed logistics company able to do a lot in the field of transhipment as well via Uruguayan ports into places such as Paraguay and even parts of Bolivia. Do read the interview with them.
3. KOGA Shipping USA, a shipowner with MPP tonnage plying worldwide, is also renowned although perhaps not too much known outside the Americas. Still, it is a most interesting shipowner, and in our interview, we speak to a very nice lady handling their day-to-day.
Besides looking at the wise words and featured picture and photo of the day, I hope that you still enjoy receiving PCW, and that you don’t delete it but save it for when you have time for a proper view and read!
Until our next issue, due out on October 3 with input from my week long trip next week in Panama,
I remain,
Yours sincerely,
Bo H. Drewsen Editor in Chief
Project
Cargo
Weekly
bo.drewsen@projectcargo-weekly.com
Klemen Butala, Commercial Director at Comark Project Logistics was interviewed by Bo H. Drewsen, Editor in Chief at PCW.
Video Interview: Comark Project Logistics
Wave Logistics – Montevideo, Uruguay
Interview
with Mr. Olivier Chetanneau President & CEO
When did you arrive in Latin America, Olivier? What has made you stay, and where do you originate from? How come you choose a career in shipping and logistics?
I landed in Montevideo in 2007 after a direct flight from Paris. This was not my first time in Uruguay. I was quite familiar with the River Plate countries from my former jobs as Airfreight Route Manager for Latin America in the Bolloré Group and then their Branch Manager for Argentina and Uruguay. My career took me far away from South America (Europe, Asia, Australia), but I always kept in my heart and soul a little crush on South America. So when I eventually decided to start my own business, it was easy for me to pick the right area. It had to be South America.
What can you tell our readers about Wave Logistics? Where are you located in LATAM?
The company WAVE LOGISTICS started in 2007 in Uruguay with the standard– easy part—of our industry: General cargo. However, we quickly had the opportunity to jump into the major leagues with project and OOG cargoes. The first opportunity came from our Korean friends who trusted in WAVE LOGISTICS to make all transit and chartering arrangements from Montevideo to their new Antarctic Research Station. Since then, 2008, we never stopped, so we became one of the key players in the area for project shipments and OOG cargoes.
Wave Logistics is a global logistics provider specializing in integrated supply chain solutions. The company
focuses on efficiency, flexibility, and customized services to meet diverse client needs. Wave Logistics operates in various sectors, ensuring all shipments are delivered promptly and safely
In Latin America, Wave Logistics has established a strong presence, with strategically located offices in key countries including Uruguay, Argentina, Paraguay & Bolivia. This regional setup allows for effective management of transportation and warehousing, catering to local and international clients alike. Our commitment to excellence and customer service has made Wave Logistics a trusted partner in the logistics industry throughout LATAM.
Many of our readers are keen on project and OOG cargoes. Do you have experience in handling such projects and could you provide our readers with a couple of examples?
Yes, we have extensive experience in managing project and Out-of-Gauge (OOG) cargoes, which often re-
quire specialized handling and logistics solutions. One notable example involved the transport of large industrial machinery for a manufacturing facility. We coordinated the entire logistics chain, including route surveys to accommodate the oversized dimensions, securing necessary permits, and utilizing specialized equipment for loading and unloading.
Another example is the movement of modular units for a construction project. This involved close collaboration with multiple stakeholders to ensure timely delivery, managing both road and sea transport, and supervising the installation phase at the site. These experiences underscore our capability to navigate the complexities associated with project cargoes, ensuring efficiency and adherence to safety standards.
Uruguay is a small but interconnected country between two large neighbours in particular. That must mean that transhipment is often done via ports in Uruguay. What can you tell us about this? Which places can you reach via Uruguayan ports, and do you have experience with this?
Absolutely, Uruguay’s strategic location between Argentina and Brazil indeed allows for the distribution of goods to all the region.
Montevideo Port serves as a vital hub for trans-shipment activities, connecting various trade routes and facilitating the movement of cargo of any size. The efficiency and reliability of the Montevideo Port infrastructure, as well as local custom authorities, contribute to its attractiveness as a logistics and trading hub in the region. From Montevideo, we can easily reach Paraguay and Bolivia by barge transportation or truck service.
Is customs clearance difficult in Uruguay for transit cargo?
Customs clearance for transit cargo in Uruguay is generally streamlined but can vary in complexity depending on several factors.
Here’s a breakdown of what to expect and considerations for transit cargo:
Overall Process:
•Simplicity: Uruguay is known for having relatively efficient customs procedures compared to some other countries in the region. The process for customs clearance in Uruguay, including for transit cargo, tends to be straightforward, especially at Montevideo Port.
•Electronic Systems: Uruguay has implemented electronic customs systems for electronic submission of customs declarations, which helps speed up the clearance process.
Key Point to Consider:
•Regulatory Compliance: Ensuring that all regulatory requirements are met is crucial. While the customs process is generally efficient, non-compliance with regulations can lead to delays.
In summary, customs clearance for transit cargo in Uruguay is relatively efficient and straightforward. While there can be some variability depending on the specific port and type of cargo, adherence to regulations and accurate documentation generally ensure a smooth process. If you’re managing transit cargo, leveraging local customs brokers and staying informed about specific requirements can further facilitate ease of clearance.
How do you view the market leading up to 2025?
The market is expected to see significant developments and growth leading up to 2025. Here are some insights into how these segments might evolve:
Infrastructure development, including port expansions and upgrading of intermodal connections, will play a crucial role in meeting the growing demands of containerized cargo transportation.
Regarding the project cargo market, it is expected to grow as industries such as construction, infrastructure and renewable energy activity continue to expand.
Overall, both the containerized cargo and project cargo segments are poised for growth and transformation leading up to 2025. Companies that adapt to evolving customer needs, embrace technological advancements, prioritize sustainability, and focus on building resilient supply chains will be well-positioned to capitalize on opportunities in these dynamic markets.
How would it be best to reach you?
E-mail: olivier@wave-logistics.com
WhatsApp: +598 97 096 926
Phone: +598 2916 8075
Web: https://wave-logistics.com
of Commercial Services
First of all Kellie, what can you tell our readers about the history of KOGA? Where does the name come from?
King Ocean Gulf Alliance. LLC (KOGA) was founded in February 2020, in the midst of the global COVID-19 pandemic. Despite the challenging circumstances, our vision was to establish a lean and highly experienced team to redefine excellence in the breakbulk project market and be a reliable partner to our clients. As carriers expanded, they became less responsive to individual client needs. We noticed that clients prefer working directly with decision-makers, rather than sales reps who might not have all the information or the ability to make important decisions quickly.
Interview with Ms. Kellie Irias Director
Our name KOGA was established as a strategic extension of the two driving forces of the company – King Ocean Services of Miami and the management group that leads the company
Can you outline the shipping services that you provide in the market, your type of tonnage, and whether you are covering “global” or are more specialized in certain route segments?
We specialize in handling breakbulk and bulk cargoes. This includes a wide range of industrial and project cargoes such as heavy machinery, oversized construction materials, large industrial components, and other non-containerized items. In addition to breakbulk, we also manage bulk cargoes, including commodities like grains, metal products, and other raw materials that are transported in large quantities without packaging.
Our expertise in both areas allows us to mix and match different types of cargo on our voyages. We operate vessels ranging from 3,000 to 40,000 deadweight tons (dwt), including multi-purpose and handy size ships. Our active fleet is 7-12 vessels depending on our level of activity – some on long and short time charters.
While we offer global services, our heart really lies in the Americas. We know this region inside and out, which helps us tackle even the trickiest routes with confidence.
What is the KOGA Shipping policy towards freight forwarders? Do you support freight forwarders, do you prefer direct customers, or is it a mix?
At KOGA, we fully support all our clients, including freight forwarders, brokers, and direct customers. Forwarders are the drivers of breakbulk cargo. Maintaining an excellent working relationship with forwarders and supporting their needs is of primary importance to KOGA. These partners are crucial to our business, and we make it a point to respect the established roles and boundaries in the industry. Our aim is to be a trusted partner, not a competitor, ensuring that we work together to achieve shared success. While most of our business is controlled by freight forwarders and brokers, we also maintain a direct relationship with end customers.
In summary, KOGA supports and respects freight forwarders and brokers, focusing on collaboration and being a reliable partner while avoiding competition.
Would you have some pictures and/or videos depicting your vessels in action? Are there some particular projects that you have handled and that you would like our readers to know about?
With pleasure! Please see these examples below.
M/V KOGA Revolution (10,581dwt) discharging Power Generation piece of 82mt in Houston, TX.
M/V Franbo Progress (11,004dwt) loading in Houston Machinery in Houston, TX.
M/V Karvuna (21,179dwt) loading Heavy Haul Equipment in St. John, Antigua.
How would it be best for people to reach you?
The best way to reach the team is to send an email to our individual or group email at chartering@kogaship. com or contact our direct cell number +1(281) 323 2658
Featured Video
Beautiful Blue Atlantic Ocean from aft of mv Lutetia
Editor’s Note:
Enroute 2012 from Hamburg to Callao, close to Kingston, Jamaica
Editor’s Note:
Visited Panama Canal (before expansion) in 2010 onboard mv Rickmers Antwerp. Then again 2012 going from Atlantic to Pacific Coast onboard mv Lutetia.
Featured Photo
Wise Words
HE SUCCESS
Panama is more than just a logistics hub; it has become a strategic point for worldwide trade.
Despite being a small yet highly diverse country, Panama boasts significant assets, including a large canal that serves as a vital transit point for global commerce.
Panama offers an integrated logistics platform with comprehensive, customized services designed to meet the diverse needs of global businesses.
We at AD Transport Logistics are ready to serve you.
Solutions
Una empresa del Grupo Corporacion Domi S.A.
Week #40 – 2024
October 2, 2024
Dear Readers,
It is Week 40, Thursday and PCW is here with yet another issue of our renowned online newsletter.
In this edition, we will bring you the editor’s comments on the past two weeks and (hopefully even more important for all our readers) give you input and valuable interviews from people in the shipping and logistics industry worldwide.
Shipping and logistics IS a lifestyle and is one of the best businesses to be in. I should know as this year marks the 44th year I have been around it!
This past week saw me attending the FIATA World Congress in Panama City, Panama. I like Panama. It is a kind of a giant gateway, notably due to one very important factor: the canal of the same name as the country. What a marvel to behold! To visit and to sit at the Pacific side in Panama City in the morning, watching the northbound convoy starting, and then in the afternoon, observing the southbound convoy with ships of all kinds and sizes passing you so closely by. Just loved the place!
The Panama convention centre is just a 5 minute walk from the fairway leading to the shipping lane of the Panama Canal.
Here is a selection of photos from a very well-organised FIATA World Congress which had some 800 attendees from all over the world.
I also tried flying with COPA Airlines—a first for me. COPA is a Panamanian headquartered airline with links all over Latin America and the Caribbean. So many islands that I would like to visit when looking at the departure screens in the airport. Flying as usual in Y class (‘coach’ as they call it in the Americas) was ok. Since I had a window seat, I managed to see a bit on the rather long 6hr 20 minute flight from Santiago to Panama.
Maps really can fool you with regards to actual distance. I still recall my old colleagues from Penta Shipping in 1992 when I moved to Beijing. They asked me to go to Guangzhou the next day to sort out some problems. I had to remind the inward-looking Danes in the head office in Copenhagen about the distances in China. It helped when I asked them to fly to Casablanca, Morocco to do something for me ☺.
Panama is also famous for banking and attractive taxes. Thus, many companies have got their LATAM headquarters in the country.
Speaking of banks, the situation now for many of us “normal people”is that even the smallest of transactions must be explained and back up proof must be provided. Banks (what I call ‘state sanctioned robbery’ from time to time) have a monopoly on wisdom, and customer service is a thing of the past. They seldom pass on any reduction in national interest rates to their customers, and when they do, it takes them a long time. In a country like Sweden, for example, there is hardly any competition. Strange isn’t it that if you bring in 50 or 100 million there is never a problem, but if you remit EUR 5,000 you better have your documentation and explanations in order.
Money laundering is not a common problem. It is the minority in a world of transactions, and treating “normal customers” with disdain and with reference to anti-money laundering is not the solution.
In Colon, I saw the free trade zone. With all the plastic there, it really looked like little Dongguan, Guangdong, China as also LATAM is overwhelmed with the influx of cheap Chinese knock offs, plastic products and lots of copies of others’ products. But that is the name of the game. If we are not efficient, then we will be succumbing to Asian-made products, and our lofty goals about sustainability will go nowhere. I alluded last week to the competitiveness report of the EU — a several hundred pages report from Mario Draghi — which, whilst no doubt correct and in depth scary reading for our leaders, can be summed up in one picture… which I received from a friend of mine (see below).
I am now resting up in Santiago, Chile before my next trip to Houston. I depart for there on October 12 and return October 18. Then, I am off to Europe on October 28. Please note that Project Cargo Weekly & CLC Projects Network & Cross Ocean Network will be present at Antwerp XL at booth H100 on 8-10 October.
It seems that a strike is coming for the USEC and Gulf Ports. This will no doubt be another bonanza for shipowners, but c’est la vie. Adding to that the war in Ukraine, the Red Sea crisis, and other things, it should bode well for their bottom line also this year.
In my home country Denmark, and the city of AARHUS where I started my career in 1980, there seems to be a battle between the M class vessels of Maersk (Monopoly Maersk one such vessel ☺) and MSC. Given that the former believe they have the right to endlessly keep a monopoly on running the container terminal and now with their former brothers in the 2M alliance which soon is being disbanded, MSC intends to start running their terminal operation, too. PCW is of the opinion that any monopoly is bad for business. We have seen this in other ports in Africa and LATAM where some major players use port operations to yield even political influence. Monopoly, greed, and exorbitant prices after being the only player in town is truly not good for anyone, least of all the final consumer.
In this week’s edition of Project Cargo Weekly, we’ve got:
1. Moveco / KTC a logistics and inland transport provider located in Central America, most interesting. They even handle business on some of the Caribbean Islands, shipping in the trucks & cranes. Do watch the interview.
2. Unicore Logistics, Vientiane, Laos — not every day do we have an interview with anyone from this landlocked country which is pretty much under Chinese influence, also from a logistics point of view.
3. Drewry is a UK-based company specialising in forecasting in shipping and logistics. With competent people at the helm, it may be well worth your while to read this interview.
4. XLProjects (XLP) is a network headquartered in Thailand, and it is run by a specialist, Gary Dale, who I know for many years. He has done well and was one of the pioneers in the “networking field” and now runs several.
We, of course, provide you with featured photo and video of the week which, to a great extent focuses on my recent wonderful trip to the Panama Canal that my father passed through in 1957 and me for the first time in 1968 – as they say, many many kilos ago.
Wise words are provided, and we remind you as always to download our APP – here is the link –.
We remain,
Until 17th of October which will focus on Breakbulk Americas,
Yours sincerely,
With best regards,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Unicore Logistics Sole Co Ltd – Vientiane, Laos
Leonel Segura Ruiz, Principal Chief Executive Officer at Moveco GT was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Video Interview: Moveco GT
Interview with
Mr. Zhongqing Chen General Manager
First of all Chen, when did you establish your company? Can you tell our readers about the history and also tell us about when you arrived in Laos?
Hi Bo, thanks for giving us the chance to be interviewed by PCW. First of all, we established our company in March 2020. I arrived in Laos in June 2015. At the time, I was employed by the EU Trading company, and I was sent to Laos to supervise a copper smelting project in Laos. In 2020, I established UNICORE LOGISTICS SOLE CO., LTD. We have been developing the business since. In 2023, we signed the sub-agent agreement with CMA CGM (Thailand) CO., LTD, and we are the first carrier sub-agent in Laos. Then, in July 2024, we opened our branch office in Thailand, UNICORE LOGISTICS(THAILAND) CO., LTD.
LAOS is a landlocked country but strategically located. Can you tell our readers about how to transport cargo into Laos? Which gateways are normally used? Can you get into Laos via Vietnam for example or which route for seafreight is generally utilized?
You are right that Lao is a landlocked country, but Lao has been trying to be a landlinked one since the Lao-China railway started operating. Here I list the main international borders of Laos:
Lao-China: Boten-Mohan border—it is for land and railway transport
Lao-Vietnam: Nam Phao-Cau Treo, Na Phao-Chalo, Dansavan-Lao Bao
Lao-Cambodia: Veun Kham – Stung Treng
You can see that there are many international borders in Laos, and it is at the heart of the Indochinese Peninsula. There are many routes to transport cargo to Laos. If by land, can transport via the above borders. If by ocean freight, we usually send cargo to the Laem Chabang port Thailand or the Haiphong port, Vietnam, then in-transit by trucks to Laos.
How about customs clearance in Laos? Does it take place at the border?
In terms of customs clearance, yes, it takes place at the border. You just submit all required data and other information to the customs system in order to pass. Cargo release is subject to a customs’ inspection.
In addition, the paper works like permission. Quotas are very important in Laos for customs clearance.
Are there any container depots in Laos, and is there generally two-way trade or is it mainly in-bound? I believe I heard that there are some VIP mining companies in the country.
There are no ocean container depots in Laos. Actually, we are working with CMA CGM to see if we can set one up in Lao in the future. But there are 6 railway container depots spread along the Lao-China railway.
And it is two-way trade as there are many tolling businesses in Laos. Yes there are 2-3 big scale mining companies in Laos to export minerals.
You represent CMA CGM. What can you tell our readers about it? What kind of routing and services do you have for customers using CMA CGM?
We contracted with CMA CGM(THAILAND) CO., LTD in July 2023, and as the sub-agent of CMA CGM in Laos, we provide services under door pick-up and door delivery services from/to Thailand. This means that CMA CGM can offer ocean freight and delivery service to customers directly to Laos, and we service as a trucking vendor for CMA CGM to handle in-transit customs clearance in Thailand and trucking between Thailand and Laos. And for export shipments from Laos, customers could book directly with UNICORE in Laos, and UNICORE could release the booking and issue the Bill of Lading directly to customers on behalf of CMA CGM. This is also the first company who can issue the Bill of Loading from Laos directly on behalf of the carrier.
How do you view the market at the moment and looking into 2025?
As you know, Laos is a small market, but we still have a chance to develop business. During the past 9 months of 2024, we have been facing sharp fluctuations in ocean freight, but the volumes are still at a stable level. I believe that in the next 3-4 months, volumes will increase. As we approach both the New Year and Chinese New Year, customers will push cargo import/export to prepare for production for next year.
Laos was the host country for the recent ASEAN summit in July. Lots of business delegations from all over the world followed the summit in Laos to investigate the market. At the same time, Lao officials are introducing more favorable policies to attract foreign investment, and we expect to have a flourishing business year in 2025.
How would it be best for our readers to get in touch with you?
When was Drewry originally established? Who “owns” Drewry?
The Drewry name can be traced back to the early 1970s, when the business began providing research services primarily to the bulk shipping sectors. While the broad range of maritime research and consulting services offered by the company today are very different to then, the business has always taken great care to preserve its core values of independence and objectivity, with no asset ‘bias’ or direct involvement in broking. Drewry has always been privately owned. The current principal shareholder and Executive Chairman of Drewry Group is Arjun Batra, who has been instrumental in the growth of the company, including setting-up offices in India, Shanghai and Singapore.
Can you tell our readers about Drewry? As far as I understand it is about market intelligence and forecast in shipping?
Drewry’s research services fall broadly into two areas. One is Maritime Research – providing detailed macro (supply/demand, fleet, freight/charter rates, commodity etc) analysis and forecasts across all shipping sectors. The other is a dedicated Financial Research area providing specialist, independent equity research services to the global investment community.
We also have two advisory business divisions. Drewry Maritime Advisors offer a wealth of experience and sector expertise in ports, bulk and liner shipping, MPV, RoRo and specialist technical and financial advisory
Drewry – London, UK
Interview with
areas. Drewry Supply Chain Advisors offer container freight cost benchmarking, procurement and logistics management advisory services to global shippers and freight forwarders.
There is “no free lunch” in this world as the saying goes. Can interested parties subscribe to Drewry reports, and can you elaborate a bit about the different shipping sectors that you offer intel about?
We offer access to a comprehensive catalogue of maritime research services, which are predominantly available on conventional annual subscription terms. Certain specialist research titles, however, such as our popular Ship Operating Costs and Manning reports are published annually.
We cover all the main shipping sectors from containers to dry bulk, chemicals and product, to crude and gas, MPV and reefer markets, providing detailed analysis and commentary on past, present and future sector performance, but we also leverage this in-depth understanding and experience in the advisory projects we deliver.
Another old saying goes: “It is difficult to predict the future.” So too in shipping I guess. How do you go about forecasting in general and what makes you stand out, would you say?
Clearly, forecasting is not without its challenges. While there is no substitute for experience and understanding, over the years, we have constantly sought to refine, adapt and improve the approach we take to ensure the most robust and rigorous view of market development as is possible. A good example is how we now leverage technology and have incorporated our proprietary AIS analytics capability into our scenario-based modelling and ‘nowcasting’.
Many of our readers are MPP shipowners and freight forwarders, particularly in the project and heavylift cargo sector. Would you have products that could interest them?
The Drewry Maritime Research services that will be of particular interest to MPP shipowners and freight forwarders will be our Multipurpose Shipping Forecaster (https://www.drewry.co.uk/mpv) providing detailed quarterly market analysis and updated 5-year forecasts with analysis covering the key areas of market outlook, a detailed assessment of the key drivers of the MPV trade and comprehensive analysis of the fleet, charter and asset market (newbuilds, demolitions, vessel operating costs and voyage cost benchmarks etc). Alongside this subscription service is our more comprehensive Ship Operating Cost annual report (https://www.drewry. co.uk/soc), providing operating cost assessments across 47 representative ship types and sizes covering all the main shipping sectors, cost assessments to sub cost head level and operating costs assessments by vessel age.
How would it be best to get in touch with you and or your colleagues, particularly in the shipowner (MPP/Container) & freight forwarding sector?
To find out more about our full range of maritime research or consulting services email us at enquiries@drewry.co.uk or complete the enquiry form at https://www.drewry.co.uk/contact-us
XLProjects (XLP)
First of all, can you elaborate a bit on your background getting into logistics originally — when, who, and why?
I’ve been deeply involved in logistics for over 35 years, and it all started back after I joined the U.S. Navy at 18.Growing up in Prescott, Arkansas, I was always curious about the world, but it wasn’t until my time in the Navy that my interest in international business and travel really took off. Freight forwarding became the perfect path for me to explore that passion, allowing me to work globally and build connections across different cultures.
My professional journey began in the 1980s when I had a brief stint at ClearFreight, followed by a role with Japan Freight Consolidators in Los Angeles, now known as Hankyu Express. Not long after, I found myself in Korea, working with the Korea Overseas Trade Corporation (KOTRA) and doing some outside contracting for American Presidents Line (APL) in Seoul. During this time, I also contributed to the Korea Economic Journal.
In 1991, I made the move to Vietnam, first joining BridgeCreek International and shortly after, Danzas, where I worked in Ho Chi Minh City as a sales representative for international freight and logistics services. Back then, Danzas was the world’s largest freight forwarder, and though the company later merged with DHL, I spent my time there growing my expertise. In 1995, I became a branch representative for Danzas in Hanoi, but my ambition led me to new ventures across Southeast Asia.
Interview with Mr. Gary Dale Cearley Executive Director
In the late 90s, I founded my own freight forwarding company in Hanoi, International Logistics Management, which operated under the name ILM Vietnam Transport. We were proud to be the first to receive a 100% foreign-invested freight forwarding license in Vietnam in 1998. ILM became a key player in the region, and we were connected to then major global networks like the Hi-Tech Forwarder Network (HTFN), the International Forwarding Association (IFA). Also, we held the franchise for Allied Pickfords in Vietnam. I also served as a board member for both HTFN and the World Wide Projects Consortium (WWPC) at the time.
One of the highlights of my career so far was securing two of the three onshore packages for the Nam Con Son Gas Pipeline project, which was then the largest industrial project in Vietnam, owned by British Petroleum (BP). At our peak, we had 190 employees across offices in Hanoi, Ho Chi Minh City, Vung Tau, and even a cargo-focused office in Phnom Penh, Cambodia.
In 2004, I sold the company to my business partners in Singapore, and by 2007, I made my next move to Thailand.
How many years have you lived in Asia by now? What gave you the idea to become a professional in freight forwarding networks?
As I mentioned, I’ve spent over three and a half decades living and working in Asia, having first made my way to the region after cutting my teeth in the logistics trade in Los Angeles. My early experiences in South Korea and Vietnam were pivotal in shaping my career and gave me a deep understanding of international logistics.
My passion for international trade and business networking naturally led me toward freight forwarding networks. I witnessed Vietnam’s economic transformation as it opened up to global markets. Remember, I was around when President Bill Clinton dropped the trade embargo, and later when VIetnam ascended to the WTO. Through all that, I saw the enormous potential within the logistics sector like I had not seen it before. This realization pushed me to eventually establish and manage several logistics networks. My first major venture, which I founded in 2002, was AerOceaNetwork (AON), which connects freight forwarding companies
worldwide, helping them collaborate and expand internationally.
I did partner with a well-known network owner to launch another network, which for this interview will remain unnamed, but we didn’t quite see eye to eye when it came to financial protections. That network is still around today, and it’s actually why my holding company has the name it does.
In 2004, I co-founded the Global Project Logistics Network (GPLN) and served as its managing director. By the time I sold my shares in 2012, GPLN had grown into the largest project logistics network in the world. We were trailblazers in several sales techniques that have now become standard practice in the industry.
In 2015, we merged some of our specialty networks—Perishables Logistics Specialists Network (PLSN) and AON Removals Network (AONr)—into a new group called All-in-One Logistics Network (AiO). I’d love to take the credit for this, but the idea was actually the brainchild of my business partner, Daniel Bateman. AiO is a multi-specialty group with divisions in commercial cargo, project cargo, perishables, removals, and exhibition logistics. Earlier this year, we launched two more groups: a project cargo network called Mega Move Alliance (MMA) and a commercial cargo network, Seahawk Logistics Network (SLN). Both are healthy and growing steadily.
What can you tell our readers about XLP? There are many networks out there. We are constantly bombarded, I believe, with “networks” in China claiming thousands of members, asking you to sign up. How do you see this and how do you ensure that XLP stands out?
XLProjects is a standout network in the project cargo and freight forwarding industry, known for its focus on quality and real partnerships. Unlike networks that chase numbers with thousands of members and questionable vetting, we’re all about building a tight-knit community of reputable, dependable logistics professionals.
At XLP, we don’t just let anyone in. Our vetting process is tough because we believe in high standards of professionalism and operational capability. It’s in stark contrast to some other networks out there that barely check who they’re letting in, which leads to unreliable service. We value quality relationships over quantity, and that’s what makes us different. When our members collaborate on complex projects, they know they can trust each other.
Our members also benefit from being part of a community that genuinely shares knowledge, best practices,
and resources. It’s a collaborative environment in which people help each other navigate the challenges in the logistics world. While we have a global reach, we make sure that local expertise is always available, striking a balance between having global resources and understanding the intricacies of local markets.
XLP specializes in project cargo, which is no easy task. It requires careful planning and precise execution, and our members are well-prepared to meet those challenges.
Let’s be honest: the commercial cargo network industry has gotten a little out of hand. I’ve lost count of how many networks out there claim to have massive memberships, especially the ones based in China. Freight forwarders complain about it, but they still sign up for membership.
After being in this industry for as long as I have, I can’t help but feel embarrassed for these forwarders. Some of these said networks, with their boiler room sales tactics, claim to have tens of thousands of members, and we all know that’s a lie. Yet, people still join. The networks dangle quick and easy memberships in front of you, and if you’re not ready to commit, no worries—you can still attend their meetings, even though other members have already paid for membership rights in your market.
There’s no real vetting. How do I know? They approach me through my network emails, pushing me to join, not even taking the time to notice that they are contacting networks, not forwarders. I even have another logistics company I own that’s never signed up for any of these networks. Yet, it’s listed as a member of three China-based networks and one from India. They’re even listing one of my former staff members (who hasn’t worked for me in nearly eight years) as our company rep, when he wasn’t even in that position when he was working for us! It’s clear they don’t know what quality is—and worse, they don’t care.
That’s why I’m proud to say that XLP takes a different path. We’re selective about who joins, and we foster real connections among our members. This not only boosts operational efficiency but also builds the kind of long-term relationships that are crucial for success in logistics.
To sum it up, XLP’s commitment to quality, rigorous vetting, and a truly supportive community make it a valuable network for professionals in the freight forwarding and project cargo sectors. We don’t chase quantity—we prioritize quality, and that’s what sets us apart.
What
Joining a project logistics network brings a range of benefits that can really boost business operations and help companies grow in an increasingly competitive industry. One of the biggest advantages is access to a global network. When you become a member, you’re instantly connected to a community of freight forwarders and logistics professionals from all over the world. This kind of reach opens the door to new partnerships, clients, and suppliers in different regions, making international trade and collaboration much easier
Another great benefit is the business opportunities that come with being part of a network. Networks always host annual general meetings (AGMs) and other events, both virtual and in-person, where members can connect and engage with each other. These interactions naturally lead to new business, referrals, and partnerships. In fact, some of the best opportunities I’ve come across have come out of spontaneous networking moments. You never know what leads might pop up when you’re part of the right group.
There’s also the support system that many networks offer. Things like payment protection programs, and financial monitoring tools help manage the risks that come with international logistics. These systems make transactions smoother and less stressful.
On top of that, reputable networks, like XLP, implement rigorous vetting processes to make sure their members are professional and reliable. This level of quality assurance builds trust among the members, which is essential for collaborating on complex projects.
Another perk of network membership is the increased visibility it gives your company. For instance, we provide marketing support through newsletters, social media exposure, and promotional opportunities. This can help you attract new clients and raise your profile in the market.
Finally, being part of a network allows for resource sharing. You’re in a collaborative environment where members share best practices, industry news, and operational resources. It’s a great way to learn from others’ experiences and improve your own operations.
In short, joining a project logistics network can give your company the tools and connections it needs to expand its reach, improve operations, and navigate the complexities of global logistics.
If we look into the future, we see that freight forwarders are being pressured (at least to some extent) by shipping lines who wish to encroach on their “domain”. How do you as a person running networks view this?
The growing presence of shipping lines in areas traditionally handled by freight forwarders is something I’ve been watching closely. As a leader in project logistics networks, I see this shift as both a challenge and an opportunity for our industry. In the past decade, there has been a very concerted effort to push some of the container lines into direct competition with the breakbulk carriers, and in that way it has been very interesting to see.
Shipping lines are starting to connect directly with forwarders’ customers, which sidesteps the role of the freight forwarder. This can potentially weaken our position as intermediaries, where we add critical value in areas like customs clearance, documentation, and logistics expertise. The direct access shipping lines now have to shippers allows the shipping lines to be more competitive on pricing, which can put pressure on freight forwarders to lower their rates. Naturally, that can affect profitability.
In fact, this has been kind of like a bitter circle with the forwarders and shipping lines. The shipping lines look to how they want to grow their markets and gradually buy forwarding companies. They offer services that are traditionally offered by freight forwarding companies, then find out they can’t always do what forwarding companies can do, and when they can, it needs to be specialized for huge clients, but not fitting for most clientele. They realize then that they need the forwarder.
But there’s an opportunity here too. Shipping lines may expand their services, but freight forwarders almost always have an edge in offering tailored, complex logistics solutions—especially when it comes to things like handling specialized project cargo or navigating intricate supply chain challenges. That’s where we really shine.
In networks like XLProjects, we encourage collaboration among members, pooling resources, knowledge, and best practices. This collective strength makes us more competitive against the larger shipping lines. Freight forwarders also have something that shipping lines struggle to match: the ability to build and manage close, long-term relationships with customers. Personalized service is where we excel, and by focusing on that, we can keep a competitive edge.
Yes, the pressure from shipping lines is real, but I believe it’s also pushing the freight forwarding industry to innovate. If we embrace technology, broaden our service offerings, and lean into our strengths in customer service and logistics management, we can not only hold our ground but also thrive as the landscape evolves.
How many members have you got around the world?
We’ve built a strong network with nearly 300 members spread across over 100 countries and more than 180 markets. No matter where the project is—whether it’s a major regional hub or a local market—we’ve got it covered.
How is it best for our readers to reach you?
You can always reach me by email at G.D.Cearley@XLProjects.net or on my mobile at +66 86 571 6040, whether by call, WhatsApp, or Telegram. However, if you’re interested in learning more about XLP membership, Steve Cross is your go-to. He’s professional, dedicated, and ready to answer any questions you might have. You can contact him at Steve.Cross@XLProjects.net or on his mobile at +66 83 244 2360 (also on WhatsApp).
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Editor’s Note:
Had a fantastic week in Panama – visited both sides of the Panama Canal which I personally sailed through on 3 occasions in life 1968, 2010 and 2012. Besides that Panama is a great place to be a bit like Singapore a hub etc but much less boring…☺
Editor’s Note:
A great shot here up close of CMA CGM Carl Antonine as she is about to enter the Panama Canal going towards the Caribbean/Atlantic side.
Panama Canal Visit Featured Photo
Wise Words
Week #42 – 2024
October 17, 2024
Dear Readers,
Bo H. DrewsenIt is Thursday the 17th of October, and PCW is back with our latest issue.
I attended Breakbulk Americas in Houston this week. In fact as I am sending out this newsletter, I am on a flight from Houston via Atlanta to Santiago, Chile. Luckily, the time zone difference between Texas and Chile is only 2 hours, so except for being tired from the stress of travel, jet lag is not a big deal. My daughter joined me from Finland. Her time difference is 8 hours, so I really should not complain. I guess the grumpiness comes with age…☺
Houston is really spread out and covers a huge area. You do need a car to go everywhere. Whilst the downtown area is “virtually dead” in the evenings and weekends, I am reminded of just how big a state TEXAS is, not to mention the US itself. In fact, it is hard to comprehend but when looking at the departure and arrival monitors in the airport, you get a feeling of it.
We had 65 people for our joint CLC Projects & Cross Ocean luncheon at the Pappadeaux Seafood Restaurant, and if there is one thing Houston is good for it is food. Seafood here is excellent, but overall, they have a huge array of great dining places catering to any taste. You quickly learn NOT to order any appetiser because the main course is simply big enough to cover your “normal needs.” Here are a few pictures from the first full day in Houston which included a visit to the Johnson Space Center.
The 5 lane (each direction!) freeways are always impressive, too. See a short video here:
I am covering Breakbulk Americas as a media partner of the organisers. It has somehow become an institution to say “Let us meet at Breakbulk,” whether it is in Europe, the Middle East or the Americas, as it is generally a good place to meet and network. Where else can you gather some 65 people from shipowners, network members and a variety of countries worldwide for a 3-hr lunch? So when taking this into perspective, it is always worth it to invest in the travel, hotel, etc. to join the “Breakbulks” as the “cost” for each meeting (when gathering that many) is negligible. Good for the organisers, too, no doubt, and prices for booths, etc. have been rising over the years, pushing some mainly to just visit or roam the floor without a booth. Still, on balance, it is worth going. Thus, I am here promoting the event as well.
Otherwise, being in the US with only a few weeks left for the election, I can see that the mood is hardening. It seems it is too difficult to predict the outcome of the election firmly. There certainly are two clear alternatives, and I suppose we can only hope for a UNITED states after the election. The age of inequality in the US is definitely here, and if the size of a disenfranchised population becomes too great, then there are big problems ahead. If the money is not trickling down from de-regulation as the “tax cutters” claim, then their argument is moot, and sooner or later, the overall majority will rebel and voice their dissatisfaction. Looking at “Wall Street” from 1984 — the original one with Gordon Gekko ☺ — says it all. Indeed, how many jets can you waterski behind and how “fantastic” is it to live in a gated community 24/7?
The US really has been a beacon of light for decades and visiting the Johnson Space Center does impress anyone. It proves what they CAN do here which is why I cannot fathom why it is that hard to create a society that is just a bit more equal. It ought to be possible without over-regulating—like we are good at in the EU which frightens entrepreneurs away. Why can’t our politicians strike that balance ? Well, let us see what happens. At the very least, we CAN vote, and democracy is never to be taken for granted. Churchill said (as I have mentioned before) something to the tune of: “Democracy is the worst form of government, except for all the others.”
Speaking of innovative people, I wish to direct you to an interview here with Nodal Networks. They are a tech start up for the port and logistics industry that I would like you to watch. They do have the people in this country who CAN do in many respects.
We further have the following two interviews in store for you:
1. UPCargo Logistics Panama tells us an interesting story of this centrally-located country in the Americas.
2. GAC Kuwait does the same but with a location in the Middle East.
We, of course, provide you with wise words, including a featured video and photo of the week. Don’t forget that you can download our APP here for free.
I shall be publishing again on November 7th during which I shall be visiting Denmark & Sweden for my European end of the year tour until early January. See you then.
We remain,
With best regards,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Interviews
Rolando E. Álvarez Viera, President at UPCargo Logistics Panama was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Video Interview: UPCargo Logistics Panama
with Mr. Sudesh Chaturvedi Managing Director
First of all Sudesh, please tell our readers a little about yourself. When did you start in logistics, and how many years have you lived in the Middle East?
I started my journey in the shipping and logistics industry over 32 years ago, in New Delhi, India, where I gained essential experience in express supply chain management. About three years later, I moved to the Middle East to work for GAC, initially in Oman, then the UAE and now Kuwait. I have been actively contributing to the growth of the region’s shipping and logistics sector ever since.
Interview
GAC is, of course, a well-known and respected company. But what can you tell us about the office in Kuwait? When was it established? What is your headcount?
GAC has a strong global reputation, particularly in the Middle East, as a leading provider of shipping, logistics and marine services. Kuwait was where it all started, with the founding of our very first office there in 1956. Today, GAC Kuwait remains a key player, with a team of about 70 shipping and logistics professionals working to provide a range of integrated services and solutions to help our customers make the most of the country’s strategic location.
What kind of business in logistics do you mainly focus on in GAC Kuwait? The market is not that large I suppose, so how do you develop your business when faced with a lot of competition in a small market?
Despite the smaller size and highly competitive nature of the local market, GAC Kuwait thrives by focusing on what we do best— drawing our global reach and resources and constantly adapting to the evolving needs of our clients and the market.
We offer a full range of shipping and logistics services in Kuwait, including port agency (tanker, dry cargo, military, cruise), carrier agency, international moving, freight forwarding (multimodal, general cargo and projects), P&I / H&M services, offshore support, energy logistics, ship spares logistics, AOG, warehousing, customs brokerage and various value-added services.
Our commitment to sustainability and corporate social responsibility, along with client-centric approach, puts us in a great position for continued growth and strong market presence.
Could you provide our readers with a few examples of projects or shipments that you have handled recently in or out of Kuwait?
GAC Kuwait represents several leading principals, including NYK RORO, NYKbulk & Projects Carriers, ONE and YUSEN Logistics. On a typical day, our teams manage tanker operations at offshore terminals, provide dry cargo and liner services at various ports, and take care of customs processes for a diverse range of customers, showcasing our breadth of expertise.
Our team is actively involved in managing cargoes for ongoing energy and oil & gas projects, as well as key
infrastructure developments in Kuwait. For example, we recently handled a major project for a Wastewater Treatment Plant, delivering comprehensive end-to-end solutions, including customs documentation, inspection, loading, transportation, securing, insurance, offloading and storage – effectively providing a seamless, door-to-door service for our client.
By combining our local shipping and logistics expertise with additional services, we ensure efficient and reliable support for complex projects.
Is it at all possible to arrange transshipment via Kuwait to other countries in the Gulf? How about customs clearance in Kuwait? Is that difficult?
Yes, transshipment via Kuwait to other Gulf countries is feasible. Ports like Shuwaikh and Shuaiba are well-connected and equipped to handle transshipments efficiently across GCC.
However, while manageable, customs clearance in the country can be intricate. As part of the GCC Common Customs framework, Kuwaiti Customs plays a crucial role in the logistics chain. Timely and accurate submission shipping documents is critical. Partnering with experienced customs brokers like GAC Kuwait is highly advisable to ensure as smooth process to avoid the challenges those unfamiliar with local regulations may face.
Is there more than one port in Kuwait, and would you have both breakbulk and container facilities? What can you tell us about the port(s) of Kuwait?
Kuwait has two main ports – Shuwaikh and Shuaiba – both equipped with container and breakbulk facilities. These ports are essential for Kuwait’s trade, particularly in handling containers, general cargo and breakbulk shipments, including a wide range of goods from construction materials to industrial equipment. Doha Port serves a more regional and specialised role, catering primarily to smaller vessels and specific cargo types.
How is it best for people to get in touch with you?
For pricing inquiries, please email us at pricing.kuwait@gac.com
Sunset not many days ago at Buchupureo, South Chile… an incredible day in a tiny part of the massively long Chilean Pacific Coast…
Editor’s Note:
65 Project Shipping & Forwarding Professionals joined our great event in Houston at Pappadeaux Seafood Kitchen! Delicious food was plentiful, talks were great and networking between us all including many of the shipowners present was fruitful.
Sunset at Buchupureo, South Chile
Featured Photo
Wise Words
Week #44 – 2024
October 31, 2024
Editorial
Dear Readers,
It is Thursday the 31st of October and we’ve got 2 months left of the year.
Where did it go….Yes, I am aware I am “Pete repeat”, saying the same thing every year around this time, but hey, it is the truth. I think I am not alone in feeling that time, and thus life, is passing you by fast, so we had better make the most of it. Don’t wait for something to do or plan something when you retire, you might not get to it. I came across an interesting video on YouTube recently. It is of a guy who turned 60+ just like I am, and although 60 is the new 50 or whatever we are told, no one can argue with the numbers.
Of course, there are many variations to what this guy says, but his ideas are interesting all the same.
For me, turning 62 next, I have gone through a very thorough medical check up here in Chile at the behest of someone close to me. I have done:
º Sleep Polysomnogram
º Complete Bloodscan
º Brain MRI
º Blood pressure 24 hr Holter Monitor
º Psychological and cognitive evaluation over 2 days, face-to-face with a professional
I will receive the evaluation on November 13 after the professionals have done a total review of all the facts. Here, I’ve got to complement the most efficient hospital in Santiago, Chile which is called Clinic Alemana. They gave superior service in all departments. The clinic is well run and the service was NOT due to any superior insurance available to me. I am just impressed overall, and any claims that they cannot do better in Latin American than in Europe is “old news” if it ever was news. Let us see what they say. The jury is still out on the verdict, but I am very pleased to have gone through a thorough check up, long overdue. Once the results are known, I may start to travel more………or not….
Now for the shipping news and follow up on last week’s trip to attend Breakbulk Houston.
First, I point you in the direction of a press release by the media partner of Chipolbrok, Mr. Olaf Proes (O.Proes@chipolbrok.com.pl). Considering that it is now 20 years ago that CP was traditionally “only a Europe/China/Asia carrier”. You can read the whole press release right here.
The shipping market seems still volatile. The crises in the world are still keeping rates at a fair level, but there are signs out there that markets are weakening and stores and warehouses in the US are overflowing already, so there IS bound to be a downturn. Alliances in the shipping industry and also annual revamping this coming year will HOPEFULLY mean more competition AND better service.
In today’s newsletter we’ve got 3 interviews in store for you:
1.A video interview with Mr. Felix Holder of E.I.M.C., a professional Surveyor and Port Captain with worldwide experience
2.A written interview with a company based in Panama: CB Fenton
3.We republish a video interview with Bremen-based Mr. Alain Akavi from Coli Schiffahrt
I am traveling to Europe today, in fact to Denmark, and shall be testing the Air France long haul service in Y class. To be on the safe side, I bought a couple of sandwiches to take along, because normally, they won’t serve until we cross the often bumpy ANDES mountains (all airlines are similar in this respect).
We, of course, provide you with featured picture and video of the week and also wise words. Our APP without advertising content can be downloaded here.
And we are happy to tell you that we shall be returning on November 14 with our next issue.
We remain,
With best regards,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Interviews
Felix F. Holder, Account Manager & Senior Surveyor at E.I.M.C., Houston, USA interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Video Interview: E.I.M.C.
Can you tell us about the history of CB FENTON? Where does the name come from? What is your main line of logistics business nowadays?
C.B. Fenton & Co. was founded in 1916 by New Zealand native Charles Butler Fenton, specifically to provide port agency services for vessels navigating the newly opened Panama Canal. Over the past century, the company has remained steadfast in its commitment to addressing the transit and operational needs of ship owners, consistently striving to uphold the highest standards for its global clientele while adapting to the ever-changing maritime landscape.
In 2012, C.B. Fenton & Co. became part of Ultramar (Chile), integrating into a global network of ship agencies and maritime businesses that collectively employ over 14,000 people worldwide. This acquisition paved the way for the establishment of our logistics division, ULOG, allowing us to expand our service offerings to encompass comprehensive logistics solutions, as well as inland, maritime, and air freight services.
Looking ahead to 2025, the logistics segment of our business will transition to Vectorial Logistics, an already established company within the CB Fenton group, further enhancing our capabilities in delivering tailored logistics solutions.
I understand that you are acting both as a liner agent & a logistics provider. With the location of Panama strategically between the giant oceans on each side, what can you tell our readers about the local logistical services you currently offer? As a liner agent, which lines do you currently represent?
Interview with Ms. Marianela Magallon & Ms. Mariam Gutierrez
Answering your question, yes, CBF represents the Taiwanese container shipping line, Yang Ming as their commercial and port agents here in Panama. Yang Ming is number 9th in the global market, and CB Fenton is the 5th top agent in the region.
In CB Fenton, we are a shipping agency, so as Panama Canal agents, we ensure that vessels are serviced quickly and reliably, minimizing downtime and optimizing supply chain efficiency.
On the other hand, the logistics area, represented by ULOG, also offers extensive warehousing solutions strategically located near major ports and within the cargo airport. Our facilities are equipped to handle a wide variety of goods, from sensitive items to heavy machinery, ensuring that products are stored securely and accessible for rapid distribution.
We have an expert air team, experienced as a time-critical logistics provider at Tocumen Airport.
In addition, our logistics services include inland transportation. Our commitment to agility and responsiveness means we can adapt to dynamic market demands, providing customized transportation solutions that meet our customers’ specific needs. Our expertise in customs compliance ensures excellent service, reducing delays and increasing reliability.
The projects area is dedicated to delivering comprehensive solutions tailored to meet the complex demands of large-scale logistics projects. This includes a robust framework and a wealth of experience, equipped to handle a diverse range of projects across various industries, ensuring correct execution from start to finish.
There is a lot of competition in Panama in the field of logistics. Can you give our readers a few comments on your strengths?
In a landscape as competitive as Panama’s, logistics companies must carve out a niche in order to stand out. With the country’s strategic location and solid infrastructure, the opportunities are enormous, but so are the challenges. Some strategies to differentiate ourselves have been:
–Our culture: As a proud member of the Ultramar Group, we combine our strong local knowledge with our international experience, allowing us to navigate the complexities of the market with confidence.
–Consistently exceptional customer services: A strong commitment to customer satisfaction can set a logistics company apart. Offering personalized support, fast response times and proactive communication can foster long-term relationships and customer loyalty.
–The highest standards: We prioritize health, safety and environmental standards, ensuring excellence in every delivery.
–Flexible solutions: We offer customizable logistics solutions that can cater to a diverse clientele. By allowing our customers to choose from a wide range of services, whether warehousing, distribution or freight forwarding, we can adapt to changing market demands.
–Specialized services: Focused on niche markets, we can offer tailored solutions that meet the unique needs of customers in niche sectors.
The Panama Canal is vital for world trade. There was a situation recently with “lack of water.” Can you explain to our readers the situation before and now for this waterway?
Indeed, the Panama Canal is crucial for global shipping and, as you mention, it was severely impacted in 2023/ early 2024 by an unprecedented drought condition. In fact, Panama experienced one of its driest years since the 50s as a consequence of the El Niño climate event. The result was historically low water levels in key reservoirs like Gatun Lake, essential for canal operations.
This drought reduced rainfall by up to 43% below average, limiting the canal’s ability to handle its usual traffic volume and forcing the Panama Canal Authority (ACP) to impose transit restrictions to conserve water. In response, the canal gradually cut down its daily transits from a typical volume of 36-38 to 22 in December 2023, allowing only booked vessels to pass.
The situation has improved in 2024, and the number of slots available for booking has been gradually increased by the Panama Canal Authority during this year. As of today, the number of slots per day is 36, and it
will remain like this until further notice. The option to transit without a booking will continue to be suspended.
Although the ACP has implemented water conservation strategies, including reusing water within the locks, the region’s climate challenges suggest that these water shortages could become recurring issues. Looking forward, the ACP is exploring longer-term solutions, such as constructing new reservoirs (Rio Indio), but these projects would take at least 6–7 years to be completed.
Panama also has free trade zones that might be interesting for clients abroad. Is that something that you are able to offer as well? What more can you tell about this?
Panama has firmly established itself as a premier trade and logistics hub in the Americas, driven by its strategic geographic location. Our nation boasts state-of-the-art port facilities and a highly skilled workforce, renowned for their expertise in logistics.
One of the standout features of Panama is its free trade zones—designated areas within the country that operate under special customs and tax regimes aimed at fostering investment and boosting international trade. These zones have become dynamic engines of development, attracting both national and international companies.
The latest update that I have in my head is that currently Panama has 21 special economic zones, including prominent ones like the Colón Free Zone, Pana Park, and the Panama Pacifico Special Economic Zone, along with 19 additional free trade zones. Most of these active zones are strategically located in Panama City, along the Panama Canal, and in the city of Colón.
Each free trade zone operates under tailored regulations, outlining permitted activities and functions. Rather than competing with one another, these zones complement each other by focusing on different economic sectors and activities.
Investors can benefit from significant tax incentives, including:
-Complete exemptions from taxes and import duties on raw materials, semi-finished products, and other essential inputs for operations.
-Exemption from income tax.
-Exemption from export taxes, facilitating and promoting export activities.
With a range of additional incentives, Panama’s free trade zones present an attractive opportunity for companies looking to expand.
For all these reasons Panama has become a reference for the region. So, companies wishing to have a presence
in the Americas are invited to get to know our logistical advantages.
How do you promote your company internationally?
Ulog as a group has a presence in the Americas with its own offices. In Europe and Asia, we work with reliable agents.
We are well known internationally, but we are always at the forefront of the market promoting our company internationally. Because we know that it is important to always improve our global visibility, we continuously participate in key industry events to establish contacts with potential clients and partners. Being present at these events allows us to promote our services, gather information about the market and foster relationships with other players in the industry. Another key point is that participation in international logistics and trade associations that serve to expand our network can lead to valuable connections and enhance our company’s credibility within the industry.
How is it best for our readers to get in touch with you?
We can be reached via phone and WhatsApp: Marianela Magallon: +507-6227-0797 & Mariam Gutierrez: +507-6888-5357
Email: logistics@cbfenton.com
Website: https://www.cbfenton.com/
Also on social media, follow us on Linkedin: www.linkedin.com/in/marianelamagallon www.linkedin.com/company/cbfenton
[From the Archives] Video Interview: Coli Schiffahrt & Transport
Alain Akavi, Managing Directory at Coli Schiffahrt & Transport Bremen GmbH was interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Featured Video
Onboard mv Bright Sky of MACS outside Walvis Bay Namibia
Editor’s Note:
A video from the memory bank 18 months ago was onboard mv Bright Sky of MACS (www.macship. com) anchored outside Walvis Bay, Namibia waiting for berth.
What a day!
Featured Photo
Editor’s Note:
Based in Santiago, Chile it is certainly possible in this “remote country” to meet interesting shipowners too. Here are two photos from meeting both Volans and PIL for lunch here at Las Condes, Santiago. Chile being a mining country and a prosperous and rather democratic country compared to others in LATAM has a lot going for it – besides the obvious generous of fabulous wines☺.
Wise Words
Week #48 – 2024
November 27, 2024
Dear Readers,
It is Thursday the 28th of November, and we are back here with the latest issue of PCW.
There was a gap on November 14th (PCW Week 46) because my father regrettably passed on the 20th of November after battling cancer. So, it meant that I had to focus on things here in Grenaa, Denmark, including supporting my mum.
It is the first time I ever lost a parent. I recall now that when I told others, “I understand.” when they told me about a similar event, I frankly had NO Idea about it for real.
Losing a role model and a father who with dignity, honesty, and integrity was a guiding star throughout my shipping career is a hard loss. Thanks to him, I got into shipping in Aarhus at the age of 16 1/2 in 1979-1980. After his diagnosis, when doctors expected him to have about 4 months left, he defied the odds. We were lucky to have him for another 3 1/2 years. During that time, whenever we had the chance, we talked “old days” onboard ships and memories together, particularly the trips we shared on mv Thyra Torm, Alice Torm, PEP Comet, CC Andromeda and others as a family. As a tribute to him, I have inserted a link to show the career of my father in shipping (made 2017).
According to my father’s wishes, he wanted to return to the ocean. We committed him to the ocean outside of his latest home in Grenaa on Tuesday 26th of November. Father’s motto was not unlike the Nike ad, “Just do it” or perhaps rather, “Just go for it”. He always gave his support when I had this or that idea…I will try my best to live up to that for my children with him in mind!
Time in this world is limited. The world goes on although we sometimes believe that the world will stop if we were not here….So let us treasure every minute of every day!
Looking forward to the business at hand, we have today in our issue the following interviews available for you:
1. Liburnia Group a solid and versatile shipping & chartering company based in Rijeka, Croatia.
2. International Windship Association, based in the UK, focuses on propulsion by wind for cargo vessels.
3.The Port of Aberdeen famous for its strategic location and oil/gas projects handling.
We hope you will enjoy these interviews.
With best regards,
Bo H. Drewsen bo.drewsen@projectcargo-weekly.com
Interviews
Marin Skufca, CEO, Partner at Liburnia Group interviewed by Bo H. Drewsen, Editor in Chief at PCW.
Video Interview: Liburnia Group
Video Interview: International Windship Association
Video Interview: Port of Aberdeen
Gavin Allwright, Secretary General at International Windship Association (IWSA) interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Christopher Whetham, Key Account Manager for the Port of Aberdeen interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Featured Video
A Pod of Dolphins Riding the Bow Wave outside Western Sahara in the Atlantic
Editor’s Note:
Nature at it’s best whilst a passenger onboard mv ABB Vanessa in March this year enroute from Sines, Portugal to Soma, Japan.
Here is a link to the travel edition of ABB Vanessa.
Editor’s Note:
As a further tribute to my father and his demise on Nov 20th here a fitting picture from the memory bank that I took whilst we were passengers onboard mv CMA CGM Andromeda from Hamburg to Malta some years ago.
Featured Photo
Wise Words
Week #50 – 2024
December 12, 2024
Editorial
Dear Readers,
It is Thursday the 12th of December, and it is time for our last publication of the year 2024.
The year has for me been a remarkable one. My feeling that it seems to have gone past quickly can hardly surprise anyone.
On the family front, as you know, my father passed. From the many notes of condolence I received from all over the world, it is clear that this is a hard milestone for anyone to get over. Many seemingly have had the same situation, and yes, it does indeed put the value of life into perspective when it is lost or when you are about to lose it.
On the business front, the year gave me yet again a vast array of great experiences, not least the trip onboard mv ABB Vanessa which was my home for 47 days from Sines, Portugal to Soma, Japan courtesy of www. coli-group.com operating this MPP vessel. Big world politics also played a role. We were required to take the long route south of Africa instead of via Suez due to the trouble in the Red Sea & Yemen.
Let us see what Trump 2.0 can do in the new year. I think much of the world is waiting to see whether some of the world’s conflicts can be stopped with his methods at the helm rather than the methods (or lack of) from Biden. The jury is out on that, but at least Biden managed to pardon his son. Power does give you some advantages.
Immigration and lack of control thereof remains an obstacle in the EU. As for Britain, a staggering 900,000 arrived on the small island during the year 2024. Housing, social services, hospitals and what not certainly won’t run out of clients anytime soon. It seems the conservatives left behind a sorry legacy of inability to take decisions, but as with all good politicians, we can expect a book with their memoirs soon. The MM – Merkel memoirs are out: a 700-page brick which I haven’t had time to read. Yet, as the saying goes: “Wir schaffen
dass” [trans. “We can handle that”], and then letting others deal with the consequences which is, of course, always the easy thing to do.
Here in Sweden where half of my children live, explosions are now a regular occurrence. It has become so normal that no one notices. In 2023, we had about 140 explosions, and 2024 will surely top that. It is next to ridiculous to note the local police description of such incidents: in Swedish, it is, “Allmänfarlig ödeläggelse!!“ [trans. “general devastation”]. To me, this is an absurd description of a bomb or hand grenade attack at people’s place of living or shops.
This description is an example of the typical Swedish way of “wir schaffen dass.”. In other words, a soft description to minimize the problem! Imagine it: An explosion every 2-3 days in a high level welfare state. No one goes hungry here, and there are systems in place to care for everyone. Well, perhaps that is part of the problem. No one dares to speak out or take any hard decisions. Treatment is king!
Still, on balance, the year has been a good one.
A few decisions are always to be taken at the end of a year to make “room” in the new year.
Monthly publication of PCW
After serious consideration, I have decided to reduce the publication of PCW from bi-weekly to once a month. This means that from 2025, I shall be publishing on the 15th of each month, irrespective of what day of the week that is. In other words, on the 15th, you will find projectcargo-weekly.com in your inbox. So Jan 15th, Feb 15 (Yearbook 2024 issue), 15th March, etc. until the end of the year. The exception will be JULY which will be the only blank month.
PCW will still keep the same format with 3-5 interviews, news, trade intel, great editorials and so on.
Weekly interviews from the archives – every Thursday, we will continue to publish a couple of interviews from the archives inLinkedIn…
Focusing now in the issue at hand… we do provide you with some excellent interviews in this final 2024 publication, and they are:
1. Zenith International Freight Group in the UK, a strong local general & project freight forwarder with global links.
2. Adeona Global, a software company headed by a former CMA CGM, MSC, Martin Bencher executive who should know what software is needed for minimising your inbox clutter.
3. Tianjin Juyuan International Forwarding Co., Ltd. (TJIF) in China, headed by a close friend of mine originally from Hong Kong whom I met in 1987; handling mostly O&G projects.
We, of course, provide you with our featured video of the week which I think you will find interesting as it is the history of 20 years with Liburnia Maritime Group in Croatia. We also have our featured photo of the week and wise words.
Some of you may find the holidays boring after a while. So if you do, make sure you have downloaded our mobile app where you can listen to or watch many of our interviews during this year. Lots of unabridged (and not advertising interrupted) solid information if you take the time to listen.
Finally, I and the team at PCW wish you all a Very Merry Christmas and a Happy New Year of 2025 and See you in Bali if you are attending the CLC Projects & Cross Ocean Global Conference on 05-07 February (welcome to request to join via cross-ocean.com/network-conferences).
Until January 15, 2025, I remain,
With best regards,
Yours sincerely,
Bo H. Drewsen Editor
bo.drewsen@projectcargo-weekly.com
Mr. Colin Usher, Chairman and Founder of Zenith International Freight Group, UK interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Video Interview: Zenith International Freight Group
Video Interview:
Amandine Celerier, Founder at Adeona - Webapplication for Forwarders interviewed by Bo H. Drewsen, Editor in Chief at Project Cargo Weekly.
Tianjin Juyuan International Forwarding Co., Ltd. (TJIF) – Tianjin, China
Interview with Mr. Vincent Chan, Senior Project Consultant and Mr. Justin Cao, General Manager
For starters, Vincent, please tell us about the history and ownership of TJIF.
Tianjin Juyuan International Forwarding Co., Ltd. (TJIF) was established in July 2022 as a privately-owned company by a young gentleman. “Juyuan” in Chinese stands for “resources gathering”. This is our objective and willingness.
Even though we are a young and small company, our key personnel in the Company have been experienced in project logistics for 16 – 37 years. Before TJIF, we were working together in one well-known privately-owned project logistics company in Tianjin, which was closed because of the owner’s retirement. Since then, the clients kept contacting Justin for his logistics solutions and opinions, so he made up his mind to establish his own company right after the COVID period.
You are originally from Hong Kong. We met there 30 years or more ago. What made you end up in Tianjin, and for how long have you been working in the mainland of China?
Yes, we have known each other for almost 37 years. You are the first foreign guy I met in this business, and we have become old good friends.
In the 80’s, China was developing and growing rapidly; all industries were blooming. And I started in the
China import business in a state-owned company in Hong Kong. Since then, I travelled often to where the projects were.
After China joined WTO and more overseas-named enterprises started their own production bases in China for the domestic and export markets, there were more and more exports in industrial project cargo than only consumable light industries products. With the experience gained in import projects to China, occasionally, I got a chance to work in Tangshan China in 2005. In 2007, I settled down in TEDA (today known as the Binhai New District), Tianjin, working as a representative of one German agent for 10 years. Later I joined the aforesaid project logistics company (TJIF) and met Justin. I have been at TJIF to now.
What is the main strength of TJIF in freight forwarding, and are there some modes of transport that you find that TJIF is particularly good at ?
We do mainly industrial projects logistics. Almost 70 % of our activities are in the Oil and Gas Industry. We are also involved in the Cement Industry and some machinery and equipment in construction.
Other than port-to-port shipments in general, we offer door-to-port and door-to-door services to our clients. We will not say we can do every corner in the world. The main trade routes that we cover most are China –Persian Gulf and Africa.
The characteristics of the project cargoes that we handle are always certain in volume, out of gauge and heavy lift units. We work closely with Chinese shipowners and operators in conventional services, and major giant global container lines in general containers, special equipment and on a break bulk basis sometimes.
Other than sea freight, we are also involved in airfreight and cross border trucking from China to Central Asia
countries, for example Kazakhstan.
Always reminding ourselves of the name of our company (standing for “resources gathering”), one important resource is our collaborators. Other than shipowners and operators, our trucking team offers options from general lorries to hydraulic multi-axles trailers.
Here is one example of a recent project: In autumn 2023, we moved on road from Sichuan and Hebei a total 42,000 CBM within 21 days to Xingang port for vessel loading. This included heavy lift units of over 60 MT and over-height units of 440 cm.
We often take over-width cargo of over 5 meters in other traffic as well.
We can say we are also good at our port handling services and container freight services. We are regularly moving OOG cargoes with conventional vessels and container vessels. Our chief supercargo with over 20 years experience in loading of vessels and loading + L/S/D of cargo in containers.
Recently, we worked on the modification of cargo dimensions for one client, so that their cargo could be loaded into Hi-Cube containers rather than always paying high logistics costs in special equipment. Besides the cost issue, hard cover containers can provide more protection to their delicate equipment and keep moisture away during the traffic on road and by sea.
In view of clients’ strategic needs in their overseas bases, we are developing our “multi-borders” services in helping them in transfer machinery and equipment between their overseas bases, return of faulty items for repair, and cross trade procurement (like logistics service from their global vendors to their overseas bases).
This year we have moved small projects from the Middle East to China and Kazakhstan; Kazakhstan to Africa,
and coming from South America to Africa. This is our new challenge, and we are looking forward to cooperating with the CLC/Cross Ocean members.
Is there currently a lot of project cargo being moved by rail in China or to/from Central Asia & Russia?
Frankly speaking, we are not working too much by rail in China or cross-border to Central Asia and Russia, especially recently due to the tight atmosphere in Russia. Anyhow, another major reason that we seldom consider railways for project cargo is because we do oversize cargoes and always a complete set of production lines. When we have several items over the limitation, we cannot move partially by rail and by truck. Probably other specialists in our network can help us in future.
This year we have been working a couple projects to and from Kazakhstan by trucking together with the members of the CLC Network and will continue,
There are many many freight forwarders in China, and it is not always easy to find whom you can trust. Why do you think that TJIF should be the choice for any overseas company? Do you have all the right “licences” to conduct your business?
Good question! We are working low profile. Up to now, we have not made our own website, but we will make it soon. We just hope people can find information about who we are.
We are proud to say that some clients and a few agents come to us by recommendation, not because you and I are old good friends. We joined the CLC/Cross Ocean Network to focus on business development and healthy cooperation with the Network members.
I will say “Trust” is the main licence for business, so why should we send the same message in screening price and services among dozens of members in other networks? Similarly, we do not want to waste time in writing “model messages” to them as well. When we respond to a message, we will do our best to understand the questions and needs, then write to the sender with our comments and solution(s).
We are a licensed International Forwarding Agent and NVOCC in China.
In order to provide and maintain our services standard, we conform to and have been awarded:
–ISO QSM: GB/T19001-2016/ISO9001:2015
–ISO EMS: GB/T2001-2016/ISO14001:2015
–ISO OHSM: GB/T001-2020/ISO45001:2018
Are you currently a member of any networks?
We are a member of Cross Ocean Project Logistics Network. We will not apply for new membership in other networks in the near future.
Looking into the Chinese crystal ball for 2025, what do you foresee?
Frankly speaking, we are not optimistic. In the coming years, most of the people, especially in traditional light industries products, will be affected by the tariffs in various Countries and the more competitive labour cost in developing Asian Countries, etc. We believe that other colleagues in the project logistics industry also feel that the competition is increasing. More new competitors, who were in general forwarding before, are joining the battlefields.
We believe in one Chinese proverb which translates to something like “opportunities in crisis.” So, we will keep our performance and commitments in projects, and continue steady ahead for new goals!
Finally Vincent, do you have plans to move back to your native Hong Kong again at some point or … ?
I have been living in the northern part of China for 20 years, with heavy air pollution turning the sky grey and then blue sky again (cannot expect too much every day). My colleagues and friends are here, so I will continue to stay in Tianjin. Besides, old men like telling stories and sharing experiences to youngsters, no matter whether they listen or not… I still have listeners!
Anyhow, at some point, I will return to Hong Kong. It is the place where I grew up. Also, the better medical scheme and treatment in Hong Kong is also part of our consideration.
How is it best for our readers to get in touch with you?
Our contact details are below: Vincent Chan 陈耀祥 Senior Project Consultant vincent.chan@tjjygj.com.cn
Tel: +86 22 2578 5366; Mob: +86 136 2203 1773
Justin Cao 曹云龙 General Manager caoyl@tjjygj.com.cn
Tianjin Juyuan International Forwarding Co., Ltd. Rm 529, Jincheng Int’l Trade Bldg, 365 Jingmen Blvd, Binhai New District Tianjin P.R. China 300450
Video
Liburnia Maritime Agency – Celebration 20 Years
Editor’s Note:
An important company in the Adriatic, Liburnia Maritime headquartered in Rijeka, Croatia recently celebrated their 20th anniversary. A reliable company with a high level of service you may enjoy this video here showing their “voyage”. https://www.liburniamar.hr/croatia/
Editor’s Note:
3rd of May, 2024 onboard mv ABB Vanessa of Coli Schiffahrt (coli-group.com) arriving into the land of the rising sun. And what a sunrise it was and the ship in front was indeed there – no photoshop or adjustments here whatsoever!
