In The Spotlight Breakbulk 2017

Breakbulk Special April 2017

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Diversity The fascinating thing about breakbulk is the diversity of the cargo. From traditional mixed goods to wind turbine components, from ro/ro to various types of project cargo.

Equally diverse but slightly less well-known, is the way in which breakbulk cargo can be transported. It is often achieved by means of specialist vessels – but by no means exclusively. Every few years, a new party comes along and predicts a breakthrough of the airship, the ongoing development of the traditional zeppelin, for the transport of extra heavy or oversized goods. This often proves to be no more than a vision, with the occasional test flight, but we are pleased to introduce a very promising project in this edition of In the Spotlight.

An interesting development in the trade between Europe and China is the growing popularity of the new Silk Road. A (goods) railway line which connects Western Europe to China, via Russia and Kazakhstan, among other countries. By now, it is widely known that more and more containers are transported via this connection to and from China, (with no less than 22 trains per week from Duisburg). However, the fact

is that parts of the route have been used for transportation of breakbulk since the 1990s. In particular, components for the offshore industry have been transported by rail for decades, benefiting from the extremely good rail connections in the former Soviet Union. After all, the Red Army needed to be able to reach all corners of the state at short notice.

Another development which became apparent in recent years, concerned the fact that more and more container carriers were expanding their range of services to include not only boxes but also breakbulk cargo.

They were forced to do so due to the low margins in their core business. In an article previously published in our affiliated German magazine DVZ, we analysed the consequences of such a development.

As you can see: the contents of this edition of 'In the Spotlight' are as varied as the breakbulk market itself!

Mels Dees Editor-in-Chief Nieuwsblad Transport

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contents Interview with Erik Groot Wassink. New Silk Road: also for breakbulk.

Breakbulk Europe 2017: floorplan and exhibitors list.

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Centraal Beheer: insuring in a fast, direct and expert manner.

14 |15 Steder Group: versatile one-stopshop for logistics.

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In the years to come, it is likely that hybrid sailing vessels will be used for transatlantic transport. The German automotive industry recognises an opportunity.

There have been many designs of airships for heavyweight transport jobs.

The zeppelin may be one of them.

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In the Spotlight Breakbulk 2017 is a publication of NT Publishers B.V., P.O. Box 200, 3000 AE Rotterdam, The Netherlands

General Manager: Michel Schuuring, Publishing Manager: Arie van Dijk, Sales Manager: Yves Vermeulen Design: Marijke Klos, Coordination: Diana Kamp, Editors: Mels Dees, Martin Dekker, Folkert Nicolai, Erik Stroosma, John Versleijen Translation: Concorde Group B.V., Printer: Flyersonline, Rotterdam, The Netherlands Distribution: with Nieuwsblad Transport (Netherlands) and Breakbulk Antwerp 2017. Š NT Publishers B.V. Rotterdam, April 2017, www.ntpublishers.nl Tel. +31 (0)10 280 10 25

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A. Henriksen Shipping A/S AAL AARAS Shipping Line ACC Logistics Access World ADM Team Heavy Weight (THW-ADM) Aertssen Agility Ahlers ALE Alexander Global Logistics ALL SEAS Tunisia Allelys Group Almajdouie AMA Laser Amasus Shipping B.V. Aneka Antonov Airlines APDL APM Aqua-Dragon International Logistics Limited Arijus UAB Ark Shipping Asia Breakbulk Singapore Pte Ltd. Asian Imperial Cargo Logistics Co., Ltd. Assan Port Associated British Ports AsstrA Associated Traffic Asta Logistik S.L. (ALG Grupo) Atlantic RoRo Carriers, Inc. Atlas Breakbulk Alliance AtoB@C Shipping AB ATS International Projects Europe Bahri BALTKONTA Barnhart Crane & Rigging Basque Country Logistics Bati Group of Shipping Company BBC Chartering Bedmet Beluga Projects Benchmark Bertling Group BigMove BLG Auto Terminal Bremerhaven BLG Cargo Logistics BLG Logistics Solutions/WindEnergy Logistics Blommaert Blue Water Shipping BNSF Logistics BOCS Boeckmans Bolk Transport Bolloré Logistics Breadbox Shipping Lines BreakBulk Services Bremenports Broekman Logistics Burger Liner Group C. Steinweg Cakeboxx Technologies Cargo-Levant Schiffahrts-gesellschaft m.b.H. Cargosoft GmbH Cargow BV Caribbean Line Carl Polzin Ceekay Shipping Services Central Oceans CERTEX Peter Harbo CES Container Handling Equipment & Solutions Chandler GmbH Chapman Freeborn Airchartering Charterama Checkmate Group Chinaland Shipping Chipolbrok CHS CONTAINER Handel CMA CGM Collett Comark.D.O.O Conceptum Logistics GmbH Container Technics NV Conti-Lines (Conti-7) Core Industrial Logistics Services COSCO Shipping Cosmatos Shipping Services SA CTS ITALY- Heavy Transport & Lifting Daher Dako Worldwide Transport GmbH Damen Shipyards Danir 19 dbh Logistics IT AG DCS Liburnus Project SRL De Keyser Thornton Group (DKT) Dealex APS Denholm Wilhelmsen Ltd deugro DFDS A/S DFDS A/S Dr. Shrink, Inc.

414H3 713H4 417H3 137H3 220H1 214H1 120H4 408H2 316H4 736H4 912H4 628H2 906H4 131H4 105H3 512H3 904H4 211H1 126H2 124H3 405H3 209H2 115H2 333H4 214H1 625H2 610H1 523H2 214H1 923H4 425H2 514H3 912H4 228H1 416H2 113H1 336H4 217H2 706H4 201H2 822H3 212H2 909H4 124H1 912H4 912H4 912H4 509H3 531H1 903H4 1014H4 133H4 219H4 722H4 314H4 516H3 912H4 121H4 108H1 1002H4 313H3 536H4 912H4 410H2 428H2 823H4 404H3 114H4 208H3 111H3 1029H4 605H3 626H2 318H3 228H3 515H4 912H4 228H2 602H1 407H3 302H2 626H2 306H4 223H3 506H4 214H1 426H4 214H1 421H1 430H3 317H4 912H4 214H1 127H1 629H1 619H2 804H4 230H3 327H3 1040H4

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Exhibitor

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Dunkerque Port Dynamic Shipping Services (DSS) Ltd. East Metal A/S Eastern Shipping Edwards Moving & Rigging Egypt Trade Maritime Services (E.T.M.S) Egyptian International Shipping Agencies & Services -EISAS Egytrans Ekin Heavy & Project Cargo Transportation Co. Elebia Empros Lines EMS Chartering Enerpac Eukor Car Carriers EuroAfrica Services Euroports Expeditors International GMBH Express Global Logistics Fagioli Fawaz Ali AlShammari Est for Transportation Faymonville FedNav Belgium Felbermayr Transport- und Hebetechnik GmbH & Co KG FESCO FILOG FLOGIS International Corp .

FLS 1993 (Thailand) Co., Ltd. Forth Ports Ltd. Fox Brasil Project Logistics FRACHT Group France Cargo International SAS-FCI-cie- FREJA Friderici Special G2 OCEAN GAC GEODIS Global Project Logistics Network (GPLN) GLOBAL PROJECTS & HEAVY LIFT Globalink Logistics Group GN Gurkan Nakliyat International Heavy Transportation Goldhofer Aktiengesellschaft GP Shipping Grand Port Maritime de Bordeaux Grimaldi Group/ ACL/ Finnlines Hacklin Logistics Oy, Ltd. Hacklin Oy Ltd. Hafen Hamburg Marketing e.V. Hafenstauerei Kpt. Schultze/Schulze Stevedoring HANSA HEAVY LIFT GmbH Hansa Meyer Global Transport Hanssy Hapag-Lloyd AG Hareket Heavy Lifting & Project Transportation Hartel Shipping Hecksher Herfurth Group / GMB MLS HLI Holleman Special Transport & Project Cargo S.R.L. Holmatro Houcon Hugo Stinnes Schiffahrt GmbH Hyundai Heavy Industries Europe Höegh Autoliners i3-Distribution Ilya Shipping Ltd. IMS Shipping Instar Project Logistics GmbH Intermarine, LLC International Lashing Systems NV (ILS) Intris nv Ipsen Logistics ISA / CNAN NORD Itasba Consortium Ivens J M Baxi Group JAS Projects – Oil & Gas Katoen Natie Terminals Keen Mark Group Keystone Logistics Kita Logistics, Inc. Klaipeda Container Terminal KML Egypt / DARKA Sudan Konecranes Kuehne + Nagel LANTENHAMMER GmbH LASO Transportes LC Volgo-Baltic Logistic Legioblock Liburnia Maritime Licvem Shipping Liebherr-MCCtec Rostock - LiebherrWerk Nenzing Lift and Shift Ligurian Ports Alliance- Italy Livorno Port Authority Longship LPL Projects & Logisitics GmbH LS International Cargo GmbH MACS

331H4 214H1 208H3 309H2 606H2 423H3 123H3 1028H4 623H1 418H3 1037H4 127H2 531H3 1018H4 316H4 731H4 208H1 727H4 413H2 137H4 518H4 315H4 429H1 412H3 815H3 509H2 214H1 113H3 214H1 310H2 624H1 420H3 622H1 328H4 931H4 423H1 300H4 227H3 116H1 613H2 729H4 613H1 831H4 101H1 214H1 1024H4 512H4 912H4 733H4 912H4 726H4 401H2 131H2 417H1 414H2 719H4 107H2 135H4 425H4 121H1 215H4 221H3 205H1 821H3 102H2 910H4 208H2 716H4 1023H4 524H3 129H1 115H3 830H4 124H4 120H3 934H4 105H1 431H3 317H1 214H1 513H3 110H3 1004H4 409H4 131H1 607H1 623H2 509H3 527H4 107H1 200H1 521H3 419H2 218H3 410H2 832H4 534H4 1011H4

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Exhibitor Maersk Line MAG Magdenli Transport Malin Group Mammoet Mann Lines Limited Marsh Martin Bencher Group Maxx Arabia Medlink Ports Meriaura Ltd Mersin International Port (MIP) Mexx Global MFC Transport Pvt, Ltd. Misje Rederi Ltd. MLB Manfred Lauter Jung Befrachtung GmbH&Co.KG Modul Mol (Europe) BV Montrose Port Authority MSC Mukran Port Multiport Ship Agencies Network Mund + Bruns GmbH MUR Shipping Nanjing Pangu Rigging Co, Ltd. Nantes Saint Nazaire Port Navingo Neal Brothers LTD. NEK Group Neptune Lines Shipping NHS NileDutch Nirint Shipping BV NMT Projects International B.V. NMT SHIPPING Nordic IT Normed Nortrop Ltd. Nostokonepalvelu Project Oy Novaedes member of Deufol NS Trans NYK Group Europe - RORO Division OCEAN7 Projects OceanTeam Solutions Onego Shipping & Chartering BV OPCA Ox Worldwide Oy Blomberg Stevedoring Ab Oy M. Rauanheimo Ab Pasaia Port Authority PD Ports Peel Ports Perez Torres Maritima Peter - Star Sp. z o.o. i Sp. - Sp.K. Plant Speed Limited Polytra NV Port Atlantique La Rochelle Port de Sete Port of Algeciras Port of Amsterdam Port of Antwerp Port of Bilbao Authority Port of Constantza Port of Duqm Port of Ghent Port of Gothenburg Port of Haminakotka Port of Kokkola Port of Marseille FOS Port of Monfalcone Port of Oulu Port of Pori Port of Port-La-Nouvelle Port of Rotterdam Port of San Diego Port of Sunderland Port of Tyne Port of Venice-Venice Port Authority Port of Virginia Port of Zeebrugge Ports Haropa Ports of Normandy Authority Ports of Nova Scotia, Canada Ports of Spain Project Logistics- Gold Star Consulting Oy Project Partners Protranser International Logistics Co. Ltd. PTS Logistics Group PWL Qingdao Yuedasite Rigging Co. Ltd. Quality Cargo Networks Ltd. Rad/Comm Europe Ravestein B.V. Red Hook Terminals Rhenus Logistics Alsace Rhine Europe Terminals – RET – Strasbourg Rickmers-Linie RiverSea Management Co. Ltd. Roadplates Roll-It — Cargo

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Booth 600H4 231H1 606H1 516H2 928H4 231H3 209H3 109H2 134H1 418H4 301H2 229H2 117H1 214H1 119H1 520H4 133H3 411H2 118H3 431H2 409H3 113H4 930H4 213H3 104H3 831H4 324H3 130H1 118AH1 210H2 320H4 326H4 621H1 406H2 531H4 522H2 528H4 118H2 214H1 601H1 112H2 500H4 220H4 422H2 413H1 807H3 518H3 119H2 119H2 336H4 1006H4 135H3 118H1 322H2 618H2 1030H4 533H4 631H1 223H1 218H4 402H1 336H4 621H3 114H2 408H1 600H2 120H1 517H3 418H4 205H3 205H2 1024H4 103H2 310H4 813H3 225H2 527H3 110H1 202H2 822H4 236H1 524H1 618H3 223H1 329H2 112H4 109H3 912H4 235H4 416H3 123H1 523H3 620H2 104H3 525H4 525H4 202H1 122H2 132H1 120H4

Exhibitor Royal Wagenborg Group RTL 211H3 Rubb Buildings Ltd. Safe-Trans China Safecargo Limited SAFIPORT DERINCE Saga Welco AS SAL Heavy Lift GmbH Samskip GmbH Santini Export Packing Corporation Sarjak Container Lines Pvt. Ltd. SCHEUERLE Fahrzeugfabrik GmbH Schmidbauer GmbH & Co. KG Schulte & Bruns Seacom Seaports of Niedersachsen GmbH Seatrade Shanghai PortStar Rigging Shanghai Shineway Int'l Forwarder Co., LTD. Shanghai Victory Shipping ShenZhen Huayuan International Logistics Shipping-dk Silvasti Oy Silverburn Shipping Sloman Neptun SNS International Transport Sogebras Solar Shipping Solvo Sosersid Soyuztranslink Spedition Thomas GmbH Spliethoff Group St. Lawrence Seaway- Hwy Steder Group b.v.

Stena Line Freight Steveco Oy Strang Systems Suvari Shipping&Trading Swire Shipping T.P. Shipping A/S TAG -SPEZIALTRANSPORTE & PROJEKTLOGISTIK Tallship Tehran Rahvar Int'l Freight Forwarders Ter Haak Group TGS TH Infocom Pvt Ltd. The Bristol Port Company The Heavy Lift Group (THLG) The Riedl Group, Rolf Riedl GmbH Time World Freight L.L.C. Titan Cargo TITAN Containers A/S TLSC UAB Toepfer Transport Topsheen Shipping Group Tork Industrial Logistics Solutions Inc. Tradelossa TRANSANNABERG Wiesiollek J.M. Sp. Jawna TransInterService Frankfurt GmbH Transport Overseas Chartering GmbH Tranvast Holding TRS nv Tuscor Lloyds UglyCargo ULTRABULK STEEL / ULTRABULK MPP SERVICES UNIATLANTICO UniportBilbao / Port Community United Heavy Lift Universal Africa Lines/ HMT Universal Forwarder LLC Universal Transport Michels GmbH & Co. KG UTC Overseas, Inc. Valley Group Van Ameyde Marine Van der Vlist Transportgroup Varamar Verbrugge Terneuzen Terminals Vertom Shipping & Trading BV Vertraco Shipping B.V. Viktor Baumann GmbH & Co. KG Volans Logistics Volga-Dnepr Group Wallenius Wilhelmsen Logistics Wallenius Wilhelmsen Logistics Abnormal Load Service WCA Projects WECO RORO WIJNGAARD NATIE Wilson Eurocarriers World Wide Shippingagencies Association (WWSA) XLProjects Yangtze Navigation (Singapore) PTE. Ltd. Zeeland Seaports ZTE.PL Zuidnatie Breakbulk Zwatra Transport

Booth 103H4 226H3 409H2 429H3 614H3 728 H4 710H4 115H2 207H3 420H1 214H1 426H1 213H2 427H3 916H4 219H2 106H2 101H2 405H2 526H4 301H4 629H4 632H1 810H4 129H4 214H1 503H4 417H2 316H2 216H1 214H1 323H4 H2O 919H4 1016H4 603H2 120H1 104H2 522H2 728Ah4 214H1 102H4 216H2 421H3 422H1 800H4 507H3 528H2 214H1 214H1 130H4 302H4 222h2 134H3 434H3 206H2 114H1 214H1 807H4 922H4 601H2 104H2 1002H4 403H4 628H4 1013H4 335H4 336H4 103AH4 818H4 918H4 214H3 214H2 214H1 424H3 925H4 313H4 217H1 331H1 432H1 412H2 226H2 630H3 703H4 1020H4 124H2 409H4 1035H4 625H1 427H4 403H2 1032H4 411H1 617H2 303H4 627H4

interview

New silk road: also for breakbulk connections with Russia and further east. Nunner's offices in Russia and Lithuania are also noticing this shift.

Customers now require transport by rail from China directly to Moscow and the Baltic states, where we previously mainly had trucks driving from the Dutch ports to Russia.’

The New Silk Road is a hot item. The rail connection between Europe and China is in the spotlights, though this is mainly with reference to container transport. Nunner Logistics is a successful transporter of conventional general cargo and breakbulk to and from Central Asia and China. Erik Groot Wassink, Director of special products, explains.

Erik Groot Wassink

The New Silk Road is more than simply transporting containers between Europe and China. ‘The attention paid to the New Silk Road is justified. It mainly concerns containers, even if only because one or two large electronics manufacturers are using it to transport their goods. Nunner Logistics also transports containers, though we also successfully use this route for conventional general cargo and breakbulk.’

You were already active on this route before the 'New Silk Road' term became fashionable. ‘We initiated rail transport to the east back in the early 1990s, mainly for the purpose of agricultural machines and seed potatoes. In those days, many Sovkhoves and Kolkhoves were supported with know-how from Dutch farmers, which is why we transported seed potatoes and machines to Russia, Kazakhstan and Uzbekistan, among other countries.’

You referred to conventional cargo, so the seed potatoes were not transported east by reefer container? ‘We transported them in refrigerated wagons. There was always a convoy of two refrigerated wagons, followed by a wagon containing refrigeration equipment, and then another two refrigerated wagons. Besides seed potatoes, we were already transporting large volumes of breakbulk for the oil and gas industry back then. And we continue to do so today.’

What have you learned after 25 years?

‘First and foremost, that your own people must keep control of every important point in the route. Especially at the two points where the track gauge changes, between Poland and Belarus and between Kazakhstan and China. We were already doing tracking & tracing in those days, though admittedly with the help of a telephone connection.

And we still photograph each and every wagon, before and after reloading. We deliver not only free to terminal, but also free to destination.’

What type of return cargo did you have in those days? ‘There wasn't really any, except cotton. Instead, one-way containers were often used, and sold after use. That's certainly changed nowadays.’

The Silk Road is in the news, what's your analysis? ‘Firstly, that there's more to it than simply container transport, as there is a market for breakbulk in particular.

Secondly, the southern route is becoming more attractive. Also because of the network being developed to Uzbekistan, Pakistan, Afghanistan, India and Iran. In combination with the Chinese presence in Piraeus, we're pretty sure that there are real changes on the cargo flow cards in the years to come. The ports in the Baltic states are growing, thanks to their good rail

What can you tell us about the rail connection between Western Europe and China? ‘Railway connections are good in Russia, with the extensive network having been developed to enable the armed forces to quickly equip all ends of the country. 83% of all Russian cargo is transported by rail, and the rail connections are excellent in all of the former Soviet Union states. We have our own terminal on the border between Poland and Belarus.

That guarantees us effective handling of the transition from the European track gauge to the Russian track gauge. The trickiest rail section for us is in Western Europe, due to congestion issues. The thousands of kilometres in Russia, Kazakhstan or China are often travelled faster than the route between Poland and the starting point or final destination in Western Europe, and this is particularly an issue for breakbulk.’

There are several available routes to and from China by now. ‘There is a northern route, via Manzhouli/Novosibirsk, to the transit point in Moscow and then on to Małaszewicze. And there's the southern route, also known as the Silk Road, via Brest to Duisburg, with branches to Iran, Pakistan, Afghanistan, India and Turkey. ’ And you're active along all those routes.

‘Together with our partner InterRail, we are indeed active and present with an own footprint on all these routes. It all started with the rail connection between China and Duisburg, but we're now also involved in the initiatives and test runs to London and Riga, as well as the southern branches to Afghanistan, Pakistan and Iran. ’

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high-tech wind In the years to come, it is likely that hybrid sailing vessels will be used for transatlantic transport. The German automotive industry recognises an opportunity.

cars are making sail Three German car manufacturers have already shown a firm interest in the 'Ecoliner', a sailing ship with which cars can be transported all over the world. The ship is currently on the drawing board, but the day is drawing nearer that the keel will be laid somewhere at a shipyard, while the first gigantic sails will be manufactured by a modern-day sailmaker. The only problem remaining is: who will help finance the ship and actually get it out on the waves? That requires customers who are willing to accept not only the advantages but also the disadvantages of sailing.

The last great sailing vessels disappeared from worldwide trade shipping approximately a century ago. Steamships had made their appearance many years earlier, thus initiating pollution of the environment by the shipping industry. The subsequent switch from coal to bunker oil was to give little or no improvement. After all, bunker oil is one of the worst pollutant fuels.

Soot and nitrogen According to a report published by the International Maritime Organisation in 2014, the global shipping industry emitted an annual 866 million tonnes of CO2 during the 2007 to 2012 period, which represents 2.4% of total global emissions. And that does not even take into account other substances such as soot, sulphur dioxide and nitrogen, which are produced on a large scale by ships' engines.

Without further action, emissions by the global shipping industry are expected to continue to increase in the period up to 2050, by a further 50 to 250%. A recent report by the European Parliament foresees shipping to represent 17% share in CO2 emissions by then. We must assume

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that both the industry and the energy systems will have become considerably greener in the meantime. If we do nothing after all, the contribution to pollution by shipping will grow exponentially.

One of the world's largest charter shipping companies, Dรถhle in Hamburg, aims to change this, thanks to the 'Ecoliner'.

Designed by the Dutch Dykstra Naval Architects agency, this ship is powered entirely by wind, for the transport of two thousand cars over the world's oceans. The ship has five thousand square metres of sail, enabling it to reach a speed of fourteen knots, i.e. 25 kilometres per hour. The shipping company has been on the lookout for (co)financers for some time, and for customers for this ocean bound, 100% clean transport of cars.

Of all the car manufacturers, Volkswagen has shown the most enthusiasm for the project. After coming under fire when it became apparent that there were emissions data irregularities in cars marketed by VW, the concern is keen to turn over a new leaf and redevelop a 'sustainable' reputation.

'It's looking very likely', was the reaction of a VW spokesperson, speaking to the Die Welt newspaper. He was referring to the great probability of VW participating in the Ecoliner ship. Volkswagen is apparently also cooperating with the Hamburg Sail Cargo in the development of a wind powered cargo ship. Daimler and BMW have also expressed interest, though with a little more caution.

The three car manufacturers not only transport ready-made cars all over the world, but also import cars which they have had manufactured at foreign production locations. The car carrier would therefore theoretically never need to sail empty. The

The 'Ecoliner' can transport two thousand cars at a speed

same applies to the 'Ecoliner' of course, the difference being that an empty sailing ship is less 'wasteful' than a conventional car carrier. After all, the former does not emit any pollutants into the atmosphere at all.

Hybrid The original version of the 'Ecoliner', as sketched by the Dykstra architects on the drawing board, concerns a ship of more than 130 metres long, weighing 8000 tons, with four high masts.

At 180 metres, the car carrier envisaged by the Dรถhle shipping company is slightly longer. Even then, it could only transport two thousand cars, while standard giant

of twenty-five kilometres per hour, in a version based on the above model. (artist impression: Dykstra Naval Architects)

car carriers have sufficient capacity for double this number. Anyone looking to transport such large numbers of cars therefore, would require two sailing ships.

The target is to have the first car transport sailing ship roll down the shipyard slipway in 2018. In subsequent years, the fleet is expected to develop to 15 or 25 vessels.

The first ship will be a hybrid version, in that it will also be equipped with a diesel engine and electrical engine. The target is to be wind powered for 80% of the total journey.

Later versions will only utilise an electrical engine when manoeuvring in ports and on very busy ocean routes. Unlike the sailing ships of yesteryear, the 'Ecoliner' will have

no need for a large crew. Where the hoisting and trimming of large sails formerly required a great deal of manual work and time, the process can nowadays take place fully automatically, managed by a computer.

However, the greatest saving when sailing is that no bunker oil is required, thus doing away with a major cost item of the conventional cargo shipping. The wind is available free of charge, ridding the ships of this cost item. Of course this is at the same time a disadvantage. When the wind drops, the ship must rely on the electrical engine, which in itself is expensive. Severe storms also make for problematic sailing, once again requiring a switch to the engine.

The 'EcoLiner' has been afloat for a long time. The Damen Shipyards version to be precise, with the capital L. This 'EcoLiner was ceremonially launched at the Romanian shipyard early this year, and is described by Damen as the first of a series of inland shipping tankers propelled using LNG, liquid natural gas. The ship features a number of innovations, which make it up to 25% more economical than conventional tankers. Fuel is one of the main cost items in inland shipping and there is therefore great interest in such ships, says the shipyard.

The construction of such ships is part of the LNG master plan of the European Union, for inland shipping on the Rhine, Main and Danube.

The European Commission is financing the project to the tune of 1.1 million euros. The 'EcoLiner' has a capacity of more than 3,000 cubic metres, was built in Romania and finished in the Netherlands.

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Centraal Beheer

Insuring in a fast, dire and expert manner Cargo owners are better off not to rely blindly on the liability insurance of their carrier or freight forwarder. After all, damaged or lost cargo will only be covered for the amount stated in the contracts they use. But what if their insurance falls short?

There may be a hefty price to pay.

The height of the compensation is often based on weight and in the case of valuable cargo the price per kilo comes nowhere close to the actual value. For this reason, Paul Amoureus, senior account manager Marine & Logistics at Centraal Beheer, recommends that shippers take out their own Cargo Transport Insurance.

This allows shipments to be insured on a tailor-made basis, covering the risks for all modes of transport: by road, water, air, rail and sea. Unloading and loading are also covered.

Direct writer Centraal Beheer operates as a direct writer.

This offers the insurer from Apeldoorn a unique position in the world of freight transport - especially in combination with its size, experience and know-how. “Direct contact with clients ensures speed and instant clarity,” is one of the advantages

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mentioned by Amoureus. This contact can take place by telephone, fax and e-mail. But more and more, the internet is used as well.

Smart online applications make administrative tasks easier; entrepreneurs save time and can arrange their insurance matters at their convenience.

“This means that in the case of damage, the client also has direct contact with their claims handler. This speeds things up. When transport-related damage is reported, we can offer immediate clarity as to whether or not this is covered. If it is, then we will pay out within two weeks. Next, we contact the responsible transporter - the shipping line, road haulier or other parties - in consultation with the client if applicable.

But by then, the shipper will have already received the funds and can continue trading.

Anyone can sell insurance. But it is not until actual damage arises that such a transport policy becomes concrete. What matters then

Paul Amoureus

is how fast a company can be helped. And nobody can match us in that respect. After all, brokers and intermediaries do not handle damage claims themselves; they need to report to the responsible insurance company.

And that process simply takes more time.”

Cargo application With the Cargo application, a client can submit a claim for each individual transport.

Useful for companies who handle diverse shipments and products. One transport may for example have a deductible whereas the other is carried out at the risk of the recipient. “As long as the terms of the policy are not deviated from, clients can enter the information online from behind their desks.

With a few clicks, the shipment is insured by us and the company can print out the

ect

insurance policy itself.” This is possible anywhere in the world. “The location doesn’t matter, as long as there is a computer with internet access.”

Entire logistics process Shippers can insure all their risks with Centraal Beheer. The company, which works for clients from all over Europe, has about a hundred years of experience insuring transport risks. This becomes apparent from both the company’s policies and coverages and its clear and fast method of working. It is also reflected in its advices: Centraal Beheer goes beyond just actual insurance. Through proper prevention, damage can be avoided. This is where the insurance company distinguishes itself from many other direct writers. “We opt for a pro-active approach. We for example look at the entire process from production to delivery to the customer, regardless

of whether import or export cargo is involved. Together with our clients, we identify the risk moments and next advise on how these risks can be avoided or reduced.” Centraal Beheer insures shipments ‘from locations anywhere in the world to locations anywhere in the world’, as Amoureus puts it.

“In between are all modes of transport: by road, sea, possibly by rail, barge and air.

Then there is all the storage and handling which is required en route. We evaluate the entire logistics process with clients: how will you transport the cargo or have it transported, how will you package the goods and what about the temperature?”

All parties benefit The client can also count on advice: on transport conditions, Incoterms and all other relevant matters. “Clients can also use various tools which we have developed

in-house,” says Amoureus. Centraal Beheer broadly supports its clients. Whether they are the shipper or the owner of the goods: the aim is always to have all parties benefit from the advice and support.

Centraal Beheer P.O. Box 9150, 7300 HZ Apeldoorn The Netherlands T +31 (0)55 579 54 69 I www.centraalbeheer.nl/zakelijk Contact Paul Amoureus directly: M +31 653 931 927 E paul.amoureus@achmea.nl

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innovation There have been many designs, promises and developments in the field of airships for heavyweight transport jobs. But companies such as Hybrid Air, Lockheed-Martin/Aviation Capital, CargoLifter and Aeroscraft have yet to deliver the goods.

The zeppelin is taking its to make a comeback The British Airlander-10, lovingly nicknamed 'the flying bum' is the closest thing so far to a commercially deployable cargo zeppelin.

Despite the dent to its reputation when the prototype crashed upon landing in front of BBC cameras in August last year, the British owner of the Airlander, Hybrid Air Vehicles (HAV) is not discouraged and this month announced a share issue. The airship pioneer aims to collect fifty million pounds (58 million euros) by the end of this year or early 2018. The financing is necessary in order to establish a production line for the Airlander-10, whose length of 92 metres still earns it the title of the largest airship to have actually flown since the demise of the colossal zeppelins of the 1930s.

HAV plans to issue shares on the London Alternative Investment Market. The company is also undertaking debt refinancing, which must bring in a further thirty million pounds. Last year, the zeppelin builder also amassed two million pounds via crowd funding, leading analysts to currently estimate the value of the airship manufacturer to be around 55 million pounds. Other investors in the British project include aviation enthusiast Bruce Dickinson of the Iron Maiden band. Hybrid Air also receives a subsidy from the EU development fund, Horizon 2020.

Takeover Besides the share issue, Hybrid Aviation is not ruling out the possibility of a takeover by one of the large aviation industry players

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In the Spotlight Breakbulk 2017

such as Boeing or Airbus, in the somewhat longer term. HAV has apparently already been approached by parties, but is not naming names at this point. An alternative to such a takeover could be a merger, in order to provide the company with sufficient capital for a ten-year period.

HAV, which is a follow-on from the SkyCat company, began developing the airship together with the US aviation constructor Northrop Grumman in 2007, for surveillance tasks for the US military. It makes use of non-flammable helium. The US withdrew from the military project in 2013, as a result of cost-cutting measures. The British continued to develop a civil aviation variant, whose prototype had a cargo capacity of ten tonnes and a length of 92 metres. This makes the colossus eight metres longer than the world's largest cargo plane, the Ukrainian Antonov 225.

The first successful test flight of the Airlander-10 was completed mid-2016, but a second flight in Great Britain in August was less successful, after two hours of being airbourne. The airship hit the ground upon landing. No one was hurt, but there was considerable damage to the bottom of the 25 million pound airship, including the

cockpit. The crash resulted in a considerable delay in the airship testing programme, requiring complete replacement of the cockpit, for example.

According to insiders, the builders hope to restart the test flights this spring, though all will depend on a number of 'rigourous checks' of, for example, the engines which enable vertical takeoff and landing. Only then will the airship take to the skies again.

China It is therefore still unclear when the first Airlander-10 will be put on the market.

The company itself claims that there is 'great demand' for their smaller cargo zeppelin, which can transport cargo at a maximum speed of 140 kilometres per hour, for large infrastructure construction projects in China, among other countries.

Photo: Reuters/Darren Staples

its time

Cargo zeppelins can be particularly useful for long-range hauling in regions with limited infrastructure There is apparently also great interest from countries such as the US, Brazil and the Middle Eastern states, but also from Sweden. It is particularly useful in regions and countries with limited infrastructure, where the Airlander can be deployed as an

enhanced crane, as it were, for transport of outsized cargo over great distances.

An example given is that of transport of the large propellers for wind turbines to remote areas of northern Scandinavia.

Ten per year The British manufacturer has already indicated its desire to produce ten Airlander-10s per year from 2021 on.

Alongside the 92-meter-long Airlander-10, the company is also developing the larger Airlander-50. This colossal cargo zeppelin, with a cargo capacity of fifty tons, would be suitable for use on trans-atlantic air cargo routes, where it would become the main competitor of the cargo jumbos.

The prototype of the Airlander-10's big brother (120 metres long, 35 metres high and 60 metres wide) is due for completion in three years' time. In terms of capacity and dimensions, the Airlander-50 comes close to that of the American Aeroscraft, which will have a 66 ton capacity and a range of thousands of kilometres at a cruising speed of 200 kilometres per hour.

The great advantage of the Aeroscraft, like the Airlander, is that it does not require an airport, while also being extremely economical, fuel wise. While a smaller prototype of the Aeroscraft, known as the 'Dragons Dream', was built in 2013, components for the larger version are still under development. NASA has provided 35 million dollars for the construction of the first large airship.

In the Spotlight Breakbulk 2017

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Steder Group: versatile one-stop-shop for logistics The Steder Group is a logistics service provider that calls the Port of Rotterdam its home base and is active around the world in various disciplines. Two of these are projectand heavy-lift logistics. A unique specialism in the service package is the provision of road transport in Eastern Africa.

The Steder Group started 36 years ago in Rotterdam as a freight forwarder and sugar exporter. In the years that followed, the Steder Group grew into a globally active logistics company offering a wide range of services. The service package includes forwarding, chartering, air freight, projectand heavy-lift logistics, agencies and liner agencies. As a liner agent, the Steder Group represents shipping lines like Fednav and Ethiopian Shipping Line (ESLSE).

Apart from the Port of Rotterdam, where the head office is located, the company also has branches in Aberdeen, Amsterdam, Antwerp, Constanța, Djibouti, Dubai and Glasgow. There are also plans to expand the network with offices in Asia, amongst other places.

In-house expertise The Steder Group's Chartering department handles between 2.2 and 2.5 million tonnes of cargo per year. 25 to 30% of the commercial activities involve project- and heavylift logistics. 'We arrange transport for all conceivable project- and heavy cargo, from

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any location to any location in the world, utilising all available modes of transport', says project manager Peter van Nieuwkasteele.

'Our main focus is on temporary energy, power systems and marine construction such as dredging equipment and offshore components. We are a one-stop-shop in that regard and can take care of the entire process, if desired, in-cluding customs, chartering and project management. We have the required in-house expertise and have all the required certificates and quality labels, like AEO, OHSAS 18001 and ISO 9001. We are also affiliated with project cargo forwarder networks like WWPC and PLA.' One of the other points that sets the Steder Group apart from the competition is the fact that someone from the company is always present on location for projectand heavy-lift transport, to oversee things.

Eastern Africa The Steder Group has had an office in Djibouti since 2011. 'From there we manage the transport of heavy cargo on the road, particularly to Ethiopia', explains Director

Projects and Liner Agencies, Rory Lems.

'We use our own equipment and rolling stock for such transport. Ethiopia is one of the fastest growing economies in Africa and is therefore an important growing market. The transport that we do over there mainly involves material for energy- and hydrological projects. Our activities in Eastern Africa are headed by DirectorAfrica and the Middle East, Gerben Langstraat.'

Steder Group B.V. Dienstenstraat 15, 3161 GN Rhoon P.O. Box 1050, 3160 AG Rhoon The Netherlands T +31 (0)10 503 33 66 E projects@stedergroup.com I www.stedergroup.com

logistics conference Iran

logistiek congres Iran

5 may 2017

5 mei 2017

Havenhuis, Antwerp

Havenhuis, Antwerpen

Culture, trade and compliance The Iranian market is opening up to western businesses. Even though trade is modest today, it is expected to increase significantly in the coming years. This offers great potential for shippers, forwarders and logistics service providers.

On Friday 5 May, the L­ogistics Conference Iran addresses these o­pportunities with a special focus on the Dutch/Belgian logistics sector.

Learn more about: – Best practises: various transport companies share their knowledge.

– Cultural do's and don'ts: a guide to doing business in Iran.

– Compliance with Iran Sanctions: a clear and concise explanation.

– Customs: relevant import and export procedures.

Flows, NT and Port of Antwerp

Meet professional colleagues from the logistics sector: decision makers, j­udicial a­dvisors, cultural experts and many more. During the conference there will be ample time for your questions.

This conference is a joint initiative of Nieuwsblad Transport (Netherlands) and Flows (Belgium), in cooperation with the Antwerp Port Authority.

www.logistiekcongresiran.be

stevedoring & warehousing rotterdam PROJ ECT CA RG O & HEAVY LIFTS UP TO 1800 TON S OPTIM IZED TRU CK EXIT FOR WIN DM ILL BL ADES & TOWERS

Lifting your cargoes faster

HEAV Y L IF T STORA GE A REA 730 M ETRES QU AY LENG TH A SSISTIN G OF F SH ORE VESSELS

ISPS CERTIFIED AEO-F CERTIFIED

Waalhaven n.z. 4 3087 BL Rotterdam P.O. Box 55092 3008 EB Rotterdam Portnumber 2157 TELEPHONE

+31 (0)10 429 94 33 FA X

+31 (0)10 429 02 61 E-MAIL

office@rhb.nl WEB

www.rhb.nl

shorecranes up to 208 tons