These are just a few examples of new requests at week #41. To get more fresh inquiries and\or the best quotes click here or push the «request management» button in the left menu.
The brand Danzas AEI Emirates is to disappear, after DHL Global Forwarding said today it had agreed to buy the remaining 60% of its shares from Investment Trading Group. DHL has pledged jobs will be safe.
Danzas AEI had been run as a joint-venture between holding company Al Tayer Group and DHL GF, with DHL already owning 40% of the company. Danzas AEI will now be folded into DHL GF’s Middle East and Africa operation.
“In the many years of close and trusting partnership with the Investment Trading Group, we have made Danzas more and more successful and stronger,” said Tim Scharwath, CEO of DHL Group.
“We are proud and grateful for what we have achieved together. With DHL on course for growth in the region, the combination of the two organisations will create a compelling proposition for customers that promotes efficiency and sustainability.”
DHL said the integration, which remains subject to approval, will see shared management services, synergies and efficiencies, and “seamless collaboration”. DHL added that “nothing will change for the existing employees, except that they will become 100% part of the DHL family”.
According to Al Tayer Group, Danzas has 1,200 employees. It owns and operates 20 facilities across Dubai and the northern Emirates, with key sites in Jebel Ali Free Zone, Dubai World Central and Dubai Airport Free Zone. It offers air, ocean and road products, and claims to be the regional market leader in customs brokerage. Its warehouse capacity exceeds 240,000sq metres.
“Dubai has become an important logistics hub in recent years,” said Matar Humaid Al Tayer, vice chairman & board member of Al Tayer Group.
Małaszewicze, the major European border crossing for Silk Road trains, has experienced a 24,3 per cent drop in Westbound volumes, reaching 57,180 TEU for H1 2023, according to the Polish Road Transport Institute. Eastbound volumes have shrunk even more significantly in the same period, dropping by 91 per cent compared to last year.
The 91 per cent drop in Eastbound Silk Road train volumes via Małaszewicze resulted in 824 TEU transported towards China for the first half of the year. Though the Eastbound drop came as sharp as it could be, it did not necessarily impact the overall trade volume via China Europe trains as much as the Westbound volume drop did. The Westbound volumes in the first half year experienced around 8,000 TEU drop compared to last year.
Shifting Silk Road focus
One explanation for the volume drop at Małaszewicze could be the changing strategy and emphasis of Silk Road trains. This year, there is a destination shift for Silk Road trains departing from China, mainly attributed to the war in Ukraine and related sanctions imposed on Russia. For example, China Railways are promoting trains that end up in cities like Moscow and St. Petersburg in Russia, as well as Astana and Atkau in Kazakhstan. For example, Chinese forwarders have shared that in their operations, 80 per cent of international freight trains leaving China are directed to Russia.
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These are just a few examples of new requests at week #40. To get more fresh inquiries and\or the best quotes click here or push the «request management» button in the left menu.
Xi’an International Port Station has handled a total of 20,000 China-Europe freight trains since the China-Europe Freight Train (Xi’an) service was launched in 2013.
On 28 September, a China-Europe freight train loaded with 165 vehicles left Xi’an International Port Station for the Russian capital Moscow, making it the first port station in China to reach the 20,000 mark.
As of Wednesday, the number of inbound and outbound China-Europe freight trains passing through the port station since the beginning of this year reached 3,946, up 29.7 per cent year on year, and the total cargo loaded on these trains reached 3.5 million tonnes, up 34.7 per cent year on year.
This year, an average of 14.7 China-Europe freight trains have departed from or arrived at Xi’an, the capital of Northwest China’s Shaanxi Province, every day, with an average of one train departing or arriving at the port station every one hour and 40 minutes, making it the country’s largest port in terms of China-Europe freight train traffic, according to Bai Kuanfeng, an official at the port station.
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Container lines seem to be giving up hope of raising freight rates for loads from India to the US, as the market is showing no uptick in volume.
Traditionally, carriers wield the most bargaining power during the peak shipping season that gets under way in August. But this year has proved muted for them, after the rate slide began in the middle of last year.
And pessimism is prompting carriers to “undo” rate increase notices already sent out, even though the “asks” had been modest, instead of the usual hefty amounts.
MSC has cancelled peak season surcharges and GRIs which were to have come into force on 1 October. The Geneva-based carrier was intending to implement a PSS of $350 per box and GRIs of $400 per teu and $500 for all other types of loads from India to the US and San Juan (Puerto Rico).
MSC (India) earlier noted that the increases were necessary to “maintain the high level of service reliability and efficiency to meet the needs of customers”.
Other active India-US carriers, including Hapag-Lloyd and CMA CGM, are expected to follow suit in pulling any rate hikes already lined up, according to freight forwarder sources.
MSC has three weekly sailings out of Nhava Sheva and Mundra for the US east coast, while Hapag-Lloyd and CMA CGM jointly offer two Indamex sailings.
Average contract rate levels on the tradelane, the largest by value for India, have been somewhat steady to slightly decreasing over the past two months, despite multiple GRI and PSS attempts by most active carriers.
Over the past year, India-US booking rates have plummeted from pandemic-linked highs and now hover at $1,700 per teu for shipments from West India (Nhava Sheva) to the US east coast, versus about $8,000 per teu in August 2022, industry data shows.
Similarly, India-US west coast rates are down to $1,600 per teu, from about $8,500/teu a year earlier.
Hungary addressed the Belt and Road Initiative (BRI) as a “clear success” despite the drop in China-Europe train volumes this year. On the one hand, the country is envisioned as a future Silk Road rail hotspot. On the other hand, it has also benefited largely from the BRI in terms of investments.
Gyorgy Matolcsy, governor of the National Bank of Hungary (MNB), commented on BRI’s success during the 10-year Belt and Road Initiative anniversary seminar in Budapest this week. He underlined that the BRI provided opportunities for infrastructure development, which led to the development of global economic and financial ties. The trade volume between China and Europe might be another story this year since more and more Chinese trains are directed to Russia instead of the European mainland. However, Hungary, the first European country to sign a BRI agreement with China in 2015, does see an increase in Chinese investments.
Growing investment in Hungary
Hungary is benefiting from investments, especially in the context of nearshoring attempts. “New Foreign Direct Investment (FDI) in Hungary reached an all-time high in 2022,” says CBRE, a real estate company, in a published report. And it “is mostly driven by massive investments of Asian companies into the EV industry”.
CATL, the Chinese company that plans to produce lithium batteries in Hungary, is well-known for its 7.3 billion euro investment. BYD, a major Chinese electric vehicle manufacturer, will invest around 26 million euros in a battery plant near Budapest. And Hungary is paving the way for new factories on the horizon. For example, Debrecen, the city housing battery manufacturers such as CATL, completed the first phase of its railway modernisation in its industrial park worth 168 million euros a few weeks ago, making it accessible by rail.
