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NORTH WEST\\\ >> 20


to, for instance, manage


traffic


to non -EU destinations such as Rhenus’s office in Smolensk in Russia. The Rhenus Group has plenty


of customs expertise in-house, including its wholly-owned broker ALS, headquartered in Germany and with branches in the Benelux and France. Mulligan hopes it will also open a UK branch too, should it become necessary. Rhenus Logistics has also


extended the number of UK Customs badges it holds to cover all major ports. It has also considered how it


routes its trailers, though Mulligan notes the customs easements announced by the government in February which should help to keep things moving through Dover and other potential pinch- points. Rhenus has also paid great attention to how it would make any customs declarations in future for road traffic to or from the UK, putting in the entry in good time and, equally, letting the port agent know beforehand that the truck is


Issue 3 2019 - Freight Business Journal


on its way. It’s likely that the North of England will create a large number of export declarations. Meanwhile, it is business as


usual on Rhenus’s regular road trailer and container services. With the integration of Staples into the company, there are now regular road departures to Malta – four days a week from Manchester and two from Basildon – and twice-weekly containers to Cyprus. Attrans is the agent in Malta – as it was back in Staples days – and Rhenus has enabled the Maltese company to increase the scope of its services in Europe, thanks to the German parent’s extensive network. Both the Malta and the Cyprus


services carry anything and everything, from car parts to computers, or from motorbikes to cases of wine. Other top destinations served


out of Manchester are Germany, France, Italy, Spain and Poland. “All are very strong,” says Mulligan. “Germany in particular but also France, which has strengthened in the past five years, and Spain, which is very, very buoyant.” The


Shipping lines see the light in Liverpool


Peel Ports’ investment in the Liverpool2 container terminal has been vindicated by the decision of two major lines to introduce regular services using ships of a size that could not have been handled by the original Seaforth facility. MSC is to introduce a new call


in Liverpool, as part of a rotation including Canada, Turkey and southern European ports. It follows the news that the 2M alliance, of which MSC is a member with Maersk, will make Liverpool a permanent call on its TA4 transatlantic service. The move brings regular ships of


up to 5,500teu to the port. In fact, the world’s top five


shipping lines are all now calling at Liverpool following confirmation that COSCO Shipping will take slots on OOCL’s existing Canadian service via Montreal. The decision follows a successful trial by COSCO in October, when MSC introduced its new call to Liverpool. The Chinese giant joins MSC,


Maersk, CMA and Hapag in having a presence in the port. Another newcomer to Liverpool


is Dutch-owned WEC Lines, which has started a weekly service with Setubal and Leixoes in Portugal, using a 882teu vessel. Peel Ports chief executive, Mark Whitworth, says: “There’s a real


sense of momentum in Liverpool just now. Hundreds of cargo owners have already given their backing to the port as their natural trade gateway, and now more shipping lines are coming on board too. In these uncertain times, one thing that is sure is Liverpool’s prime location for serving the heart of the UK marketplace. We’re confident that this is just the start with COSCO shipping, especially with the recent success of our new MSC service too.” General manager of COSCO


agents China Shipping UK Agency, Alan Newell, adds: “Our trial at the Port of Liverpool last year was very successful. On the strength of that we are looking to market slots to our customers with a view to growing traffic on the route. It’s clear that Liverpool has a lot of potential as a gateway for many cargo owners in the north of the UK and we are confident that we are capitalising on this growing demand at the right time.” Peel Ports Group head of


marketing Helen Booth says that attracting bigger vessels to Liverpool than the 3,500teu maximum that could be handled at Seaforth was always part of the plan, and that Liverpool2 will now see regular calls by ships of


22 >>


but at the same time it has very extensive resources that it can draw upon. Mulligan explains: “In the majority of countries, we’re shipping to a Rhenus-owned facility, not to an agent. And there is excellent camaraderie throughout the organisation.” He adds: “Because we have a


newest route, Poland, has also seen good growth. The secret to Rhenus’s success, Mulligan and Atkinson believe, is


that while it may be a big operator, with plenty of resources, it is not a monster. It still preserves the core attributes of a family company,


global organisation, it gives us the ability to pay attention to what the customer wants. If we get asked to do something, it means we can say ‘yes’ without worrying about how we’re actually going to do it, and


21


at the same time it allows us to be open with the customer and give good advice.” Very little freight has to be


booked outside the Rhenus network, except to the more specialist destinations. He considers Rhenus to


be among the top ten global forwarders and he certainly has ambitions to grow but: “Do we want to be the biggest? Actually, no, it suggests arrogance.” Bigger doesn’t necessarily mean better in freight forwarding.


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