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"Except
from the double track for rail - still under
construction - almost all the investments
are finalised," Mr Sundmark said.
With
alliances, cargo for Sweden's main port
can be amassed by six sales teams and put
on a single ship, creating a critical mass
to justify a direct call. Which in turn,
benefits from the containerised exports
bound for the Far East waiting on the dock.
This
differs from the usual scenario of a multiplicity
of sales teams working for a multiplicity
of shipping lines putting what little they
have collectively collected for Sweden on
a multiplicity of ships in such small quantities
that it only justifies feeder services from
a northern range transshipment ports to
Gothenburg.
Before
local sales teams mostly focused on developing
exports, which grew well, he said. The problem
was on the import side.
"Their
colleagues in China and Hong Kong were selling
the full network of the alliance line, they
didn't yet have the knowhow of the loop
to Gothenburg," said Mr Sundmark.
"So
it took some time before they consolidated
everything for Gothenburg in Loop 3. They
had five different loops and Loop 3 called
directly at Gothenburg," he said.
"They
continued to make Gothenburg bookings on
Loop 4 and Loop 5 before they realised that
Loop 3 was going directly to Gothenburg
- so there was a delay on the imports.
Mr
Sundmark reminds us that the Gothenburg
volume to and from China takes 35.7 per
cent of total imports to Sweden and 12 per
cent of total exports from Sweden.
With
shipping alliances, new efficiencies are
possible, he said. Now each liner's independent
sales team can put Swedish cargo on the
Gothenburg ship on which they share slots.
Once
amassed, that designated ship with its Swedish
cargo can skip a port on a loop, and go
to Gothenburg directly instead of some other
port on the regular rotation.
Such
arrangements can be replicated, providing
direct calls to other ports with good export
potential, which would not otherwise merit
direct sailing without shipping alliances
making it possible.
"OOCL
by itself cannot come here with a 9,000-TEU
vessel. Nor can NYK or Hapag-Lloyd. But
by joining their volumes together in the
alliance, they have enough to justify a
direct call," he said.
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