annual report 2015

ANNUAL REPORT
2015
KEY FIGURES
2015
2014
SALES REVENUES IN EUR MILLION
446.6
433.8
OPERATING RESULT IN EUR MILLION
0.28
1.24
ANNUAL NET PROFIT IN EUR MILLION
0.89
0.80
EMPLOYEES (FTE)
147
142
NUMBER OF CONSIGNMENTS
978,095
924,694
NATIONAL TRANSPORT
201,703
203,676
INTERNATIONAL TRANSPORT
776,392
721,019
ANNUAL REPORT
2015
CONTENTS
OVERLAND DIRECTLY
TO SWEDEN
The Øresund Bridge offers an alternative to ferry
transport from Germany to Scandinavia …
more on page 21
FOREWORD4
BUSINESS DEVELOPMENT
ALTERNATIVE
TRACTION
Volumes and financial development
10
SERVICES
Intermodal networks
National transport
International transport
18
19
20
INTERMODAL LOGISTICS MANAGEMENT
RBH Logistics GmbH has been providing traction services
for Kombiverkehr since February 2015 …
more on page 27
UIRR
Operations
Private traction
Wagons
Terminals
EXTENDED
ONLINE
BOOKING
It‘s safer and easier to book online …
EMISSIONS
CALCULATION
34
37
37
38
39
PERSONNEL
Personnel development
Organisation chart
46
47
ANNUAL FINANCIAL STATEMENTS
more on page 35
Balance sheet
Profit and loss account
Audit certificate
50
51
52
APPENDIX
Corporate institutions
Equity interests
56
60
IMPRINT
62
AS PER DIN EN 16258
Kombiverkehr changes database and balance
method to European standard …
2
ANNUAL REPORT 2015
more on page 41
3
FOREWORD
HIGHEST VOLUME OF CONSIGNMENTS FOR FIVE YEARS –
IN SPITE OF DIFFICULT CONDITIONS
Armin Riedl,
managing director
Robert Breuhahn,
managing director
stable partnerships and
“ Wtheithdensest
transport network in
the whole of Europe, we offer our
customers European transport
solutions from a single source.
The 2015 financial year ends on a conciliatory note and with a positive result for
Kombiverkehr. In an eventful year dominated by unusual circumstances such as strikes, bad
weather and a generally tough situation at our biggest partner DB Cargo, the intensive
development of the market ultimately led to a total increase in traffic of 5.8 per cent,
thus bucking the general trend in the rail freight transport sector. As in the previous year,
international transport played a key role here. Thanks to new products and new shipping
routes in international waters, we managed not only to maintain transport volumes at
the level of 2015 but also to increase them by a steady 7.7 per cent. In total, therefore,
Kombiverkehr transported more international consignments than ever before – even in
the record years prior to the economic crisis. We continued to extend the international
CT network, thus giving our customers guaranteed access from a single source to the
densest rail transport network in Europe today. It is equally gratifying to note that we were
able to increase the volume of transport on all four international axes: these are described
in detail in the following sections. The saying “European transport solutions from a single
source” is more true for Kombiverkehr than for any other provider in the industry. One of
the factors in the success of our network is without doubt our long-standing partnerships
throughout Europe. Cooperation on train products, the integration of ferry operators, new
partnerships in various European countries: all of these factors underpin the diversity and
stability of our products and services.
Yet again, our volumes in the national de.NETdirect+ network ran counter to this trend
during the past financial year. We have recorded a continuous decline in consignments
shifted back onto the roads in this market segment since 2010. Whilst international transport is subject to fierce competition on price and performance between CT operators all
over Europe, and consignment volumes are therefore moved around between competitors
here, we know that the lost volumes in the national segment are predominantly shifted
onto German motorways. We estimate that the train drivers‘ strikes at the beginning of
the year made a significant contribution to this trend. We were certainly well prepared and
organised for these strike days together with our partner DB Cargo and were largely able
to maintain our services in the national network.
”
4
FOREWORD
5
With the strike having dragged on since the end of 2014, however,
both the forwarding industry and the carriers “played it safe” in
many cases by shifting their consignments back onto the roads
as a precaution. We could have offered spare capacity, but the permanent threat of further strikes and uncertainty as to the duration
of the strike damaged the confidence of forwarders and carriers in
our products. We would like at this point to thank our customers
who kept faith with us during those difficult and nerve-racking
days: their consignments played a key role in helping us to keep
our Kombiverkehr network intact to the greatest possible extent
throughout the strike phase. Once again, there was evidence in
the road transport market that these volumes could be handled
without any problems on Germany‘s roads, both in terms of
available capacity and the existence of advantageous conditions,
such as the extremely low price of diesel. The fact that the quality
of services provided in the rail freight transport sector in 2015 was
unsatisfactory for all companies involved in the transport chain is
in many cases related to the condition of the German rail network
and also failed to give momentum to existing services and to the
development of new ones.
It is therefore all the more to our credit that we succeeded, together
with our partner and shareholder DB Cargo, in implementing an
operational alternative that our customers have been demanding
for a long time. CT trains with traction provided by RBH Logistics
GmbH, a subsidiary of DB Cargo based in Gladbeck, have been
operating on selected routes since February 2015. During the
launch phase we asked RBH to take over the shipments to eastern
Europe, a tough remit in terms of both quality and operations. We
were amazed at the high levels of punctuality achieved by these
trains shortly after the change of traction. The result: quality pays
off! Since switching operations, we have managed to increase
volumes on these routes again. We realise that this measure cannot
be the only way of stabilising the quality of our services. We will
of course also be reliant on the high operational efficiency of DB
6
FOREWORD
Cargo in the future. We are however firmly convinced that our
network, which is already one of the best in Europe, can be further
improved by choosing the “right” type of traction for the respective
shipment. More train packages were taken over by RBH towards
the end of the 2015 financial year and we are optimistic that this
will mark another turning point on the road to better quality.
Many of our holdings have enjoyed an equally successful financial
year. The companies all made positive progress in 2015, not only in
terminals and traction but also in the container transport segment,
which is growing slowly but steadily through Optimodal. Some
holdings were faced with temporary financial problems, but these
tended to be caused or influenced by external factors, one example
being the non-availability of infrastructure at a terminal.
We can certainly say that we found the general economic
conditions to be satisfactory over the past financial year. Once
again, the growth of the transport industry and hence of our
products was driven by the economic situation and German
efficiency. The eco­nomic recovery of many partner countries in
Europe ultimately helped to ensure that a substantial volume of
freight was acquired in the European eu.NETdirect+ network.
In contrast, the compe­titive environment between road and rail
changed to the detriment of the rail freight transport sector.
Several reports in the past financial year demonstrated that the
cost burden of our service providers – essentially railways and
wagon controllers – is rising disproportionately, whereas a
favourable climate has been created for long-distance road
haulage: the main reasons for this are the unexpected and pro­
tracted fall in the price of diesel and the reduction in road tolls in
individual European states. We have tried repeatedly to raise this
issue at numerous events, in presentations and in individual conversations in a political setting. Sadly, like many of our colleagues,
we remain unheard. The cost gap is gradually widening due to
a variety of factors. These include wagon controllers‘ outlay on
efficient noise reduction (certainly a wise move in terms of society‘s
acceptance of rail freight transport), the costs to the railways of
the uncoordinated introduction of the ETCS train safety system with
its respective country-specific versions, and the additional energy
levy imposed by the Renewable Energy Law (EEG) on the railway,
a mode of freight transport with low CO2 emissions. The result:
nearly all the railways in Europe are fighting for financial survival
whilst policy makers, especially in Germany, stand by and do
nothing. Transport policy makers even appear to have lost sight of
the climate protection goals which are set down in the coalition
agreement and provide for a reduction in greenhouse gas emissions
of 40 per cent by 2020 compared with levels in 1990. According to
every forecast, it is highly unlikely that this target will be reached
by 2020! And the transport sector, which accounts for around
18 per cent of greenhouse gas emissions in Germany anyway, is
the only sector that has been unable to reduce its emissions since
1990. Rather than rely on a transport system that is already low
in emissions and able to convey goods over long distances very
efficiently, rather than have policies that help shift transport from
the roads to the railway – by reducing government-imposed costs
for example – large amounts of research funding are spent on
electromobility and new road concepts. The only transport policy
measure that benefits the railway, i.e. funding for the construction/
upgrade of transshipment facilities which has now been in force
for seven years, has long been insufficient for creating a fair and
equal competitive environment. European and national policy
makers need to act as quickly as possible here in order to ensure
that the rail freight transport industry does not fall behind as a
result of this unequal cost burden.
certain to be tightened in future. National economies with high
levels of industrial production need environmentally friendly,
marketable and high-quality Combined Transport! It is for this
reason that we will continue to work hard over the next few years
to expand our network and provide transport capacity for our
customers. We will develop new block train concepts but not
neglect to improve our range of services in existing markets and
especially in national transport. Logistics 4.0 will of course play a
key role here. We want our range of services to be better integrated
into the information chains of the logistics industry and optimise
the interfaces between service providers and end customers. The
successful launch of compulsory online booking in April of this
year and its enhancement for the transmission of order information
via B2B interface are further major steps towards process
simplification.
Robert Breuhahn
Armin Riedl
All the experts agree that the price of diesel will not remain at
this low level in the medium to long term; the problem of drivers
is not resolved despite a sharp increase in cabotage operations
on German motorways, mostly by east and southeast European
companies; health and safety regulations for truck drivers are
7
BUSINESS DEVELOPMENT
BUSINESS
DEVELOPMENT WITH
978,095
CONSIGNMENTS DELIVERED
TO THEIR DESTINATION
In the past financial year 7.7 per cent more
truck consignments than in 2014 were
transported in the international eu.NETdirect+
network. It was therefore possible to generate
a record result overall despite the situationrelated decline in the national de.NETdirect+
network.
8
BUSINESS DEVELOPMENT
9
VOLUMES AND FINANCIAL DEVELOPMENT
MARKET LEADERSHIP STRENGTHENED
Kombiverkehr significantly increased the volume of consignments
in unaccompanied Combined Transport in the 2015 financial year.
In total, 978,095 consignments were transported by rail in Europe‘s
biggest network. This represents an increase of 53,401 truckloads
or 5.8 per cent compared to 2014. Converted into TEU (Twenty
Foot Equivalent Unit), the volume of consignments shifted by
Kombiverkehr amounted to over 1.96 million TEU during the period
under report.
The basis for the biggest jump in consignments for five years was
the growth in transport volumes in the international eu.NETdirect+
network. With a total of 776,392 truckloads, Kombiverkehr achieved
an increase of 7.7 per cent on these routes – 55,373 more than
the previous year. Never before has Kombiverkehr transported
so many consignments in international Combined Transport, not
VOLUME OF TRANSPORT 1969 – 2015
1970
even in the record-breaking year of 2008. In contrast, the national
de.NETdirect+ network suffered the repercussions of the pro­tracted
strike action taken by the GDL train drivers‘ union in Germany.
The consequence of this was a slight fall in volumes of 1 per cent
or 1,972 consignments in 2015 compared with 2014.
The quantity of goods carried on Kombiverkehr‘s trains rose by
5.5 per cent to 22.7 million gross tonnes. An even more substantial
increase was chalked up for transport output, which improved by
7.6 per cent to around 18.3 billion tonne kilometres. During the
year under report (2015), the transport of containers, swap bodies
and semitrailers in the CT network relieved Europe‘s trunk roads
of 3,912 truck journeys a day and hence a total of 785 million
vehicle kilometres.
The consignments covered an average distance of 803 kilometres
by rail at the same time. This equates to a rise of 2.1 per cent
on the previous year and confirms that intermodal solutions for
long distances are becoming increasingly attractive to forwarders
and carriers. By opting to use Kombiverkehr‘s intermodal services,
our customers also help to protect the environment. Harmful CO2
emissions were cut by around 1.1 million tonnes.
IN CONSIGNMENTS*
1980
1990
2000
2010
1,000,000
800,000
600,000
400,000
200,000
Accompanied transport
10 BUSINESS DEVELOPMENT
National unaccompanied transport
International unaccompanied transport
* One consignment corresponds to the capacity of a truck or semi-trailer.
11
VOLUMES AND FINANCIAL DEVELOPMENT
BIG INCREASES IN
INTERNATIONAL CORRIDORS
The upward trend in the volume of consignments during the
2015 financial year largely bears out the forecasts drawn up by
Kombiverkehr in the last quarter of 2014. Based on more favourable
economic data for Germany and some southern European countries,
these assumed a healthy growth in consignment numbers. At this
point in time, however, there was no way of foreseeing whether
and to what extent the disproportionately rising costs – compared
to end-to-end road haulage – in the rail freight transport sector,
especially for lines and energy, would have negative implications.
In fact, the recovery in the European economic area was strong
enough to make up for the worsening competitive situation in
Combined Transport, which was still being exacerbated by the rapid
fall in diesel prices. Kombiverkehr recorded an increase in the volume
of consignments in all cross-border transport corridors compared
with 2014.
VOLUME OF TRANSPORT
In the southern European market segment – the strongest area of
business in eu.NETdirect+ with a share of 42 per cent or 413,936
transported truckloads – 2.2 per cent more freight was moved
by rail. It was possible to gain ground here for the first time since
2011, despite a fiercely competitive market environment in traffic
with Italy via Brenner. By improving capacity utilisation on existing
trains, Kombiverkehr increased the volume of consignments on
this alpine corridor by 3.9 per cent. There was continued growth,
albeit not at the same high rates as in previous years, on the Tauern
corridor linking Germany with the eastern Mediterranean via the
Italian Adriatic ports of Trieste and Venice.
Kombiverkehr achieved a very high rate of growth in cross-border
traffic between Germany and northern Europe. By expanding existing
services, the company chalked up an increase of 29.6 per cent on the
trains that operate via the Baltic Sea ports and on the fixed crossing.
Particular mention must be made here of the volume of traffic with
Sweden, where the number of consignments more than doubled
during the period under report.
201,703
2014
203,675
776,392
721,019
217,841
719,830
2013
12 BUSINESS DEVELOPMENT
Kombiverkehr achieved growth of 8 per cent in cross-border
transport to and from western Europe in the past financial year.
This upward trend was driven by the high demand for intermodal
transport services in traffic with Spain and the Netherlands. The
volume on these two axes alone increased by 14,000 truckloads
compared with the previous year.
NATIONAL TRANSPORT
UNDER PRESSURE
Traffic within Germany was unable to benefit to the same extent as
international Combined Transport from stable economic growth in
2015 and the resulting rise in demand for freight transport services.
However, a detailed study of the annual figures for volumes in the
de.NETdirect+ network also illustrates the extent to which national
business was affected by the train drivers‘ strike. When the pay
dispute was at its height in May 2015, Kombiverkehr lost nearly
20 per cent of its consignment volume on national routes compared
with the same month the previous year. On the other hand, inter­
national transport held its own during the strike action in May 2015
with a fall of just 6 per cent and managed to achieve volume
increases in all the other months. It was not until the second half
of the year that we regained a portion of the consignments in
transport within Germany. Business turned out to be equally good
in the autumn and was ultimately a decisive factor in the virtually
even overall result.
IN CONSIGNMENTS
2015
National unaccompanied transport
Kombiverkehr moved 11,500 more consignments than the previous
year in the transport corridor between Germany and the countries
of central and eastern Europe. The basis for this growth was the
traffic with Poland and the Czech Republic/Slovakia, which achieved
above-average rates of increase at 73.3 per cent and 25.5 per cent
respectively. In order to offer customers high-quality and reliable
intermodal services in a fiercely competitive market environment,
Kombiverkehr changed the production concept together with
Deutsche Bahn at the beginning of the year under report. RBH,
a subsidiary of DB Cargo and hence responsible for providing the
traction for our trains to and from Poland and the Czech Republic,
has been our service partner ever since. The Gladbeck-based rail
transport operator has a production concept with a clear allocation
of resources, which enables it to respond quickly and flexibly to the
difficult operating conditions in this market.
978,095
924,694
937,671
International unaccompanied transport
13
VOLUMES AND FINANCIAL DEVELOPMENT
OUTLOOK FOR 2016
The improved economic conditions in Germany led to a rise of
approximately 1.4 per cent in the volume of freight transport
over the past financial year. The forecasts for Germany and Europe
also assume that economic growth will be about the same in the
coming year.
The situation in the first months of the 2016 financial year is similar
to the beginning of the previous year. In spite of good economic
data, the volume of freight transported on the German rail network
fell for the second time in succession, by 1 per cent in the last
financial year. Costs are running counter to one another in the rail
and road transport sectors and placing a burden on the railway
market, the more so as the additional burdens continue to increase
and the price of diesel fell again at the turn of the year. The
consignment figures at Kombiverkehr in the first two months of
the current year corroborate the assumption that the national
network in particular is coming under more pressure as a result of
falling freight rates in the road haulage sector. By way of contrast,
rising demand for Kombiverkehr‘s services is noticeable in the
international network. Capacity has already been duly upgraded
in response to this.
DEVELOPMENT OF FINANCIAL AND
EARNINGS SITUATION
During the period under report, Kombiverkehr was able to increase
revenues by EUR 12,843k to EUR 446,613k. Volumes thus rose
by 5.8 per cent to 978,095 consignments. The gross profit of
EUR 23,273k after deducting material costs of EUR 423,240k for
bought-in freight services increased by EUR 2,856k compared with
the previous year. The decrease from EUR 12,380k to EUR 11,496k
in other operating income is attributable to lower funds and lower
earnings from wagon leasing. Personnel expenditure rose by
EUR 164k, mainly as a result of routine salary adjustments during
the period under report, writedowns were reduced from EUR 1,436k
to EUR 1,278k as planned as a result of loss of value due to wear
and tear on wagons purchased in previous years.
Other operating costs were up by EUR 2,917k to EUR 22,932k
due to increased spending on wagon operation and lower leasing
expenses in the preceding year.
The financial result rose by EUR 1,052k overall. Investment income
was up by EUR 471k, whilst current account interest fell steadily by
SALES REVENUES
2015
2014
2013
14 BUSINESS DEVELOPMENT
EUR 181k as a result of better coordinated incoming and outgoing
payment flows and only included the interest on a long-term loan
in 2015. A specific factor in the previous year was a writedown of
financial assets of EUR 395k.
Kombiverkehr‘s profit after the deduction of tax was EUR 896k
during the period under report, which is up by EUR 93k on the
previous year and thus a slight improvement.
ASSET POSITION
IN EUR MILLION
446.6
433.8
During the period under report total assets were EUR 50,226k on
the balance sheet date, which represents a fall of EUR 2,208k on
the previous year. The capital ratio increased by 2.08 percentage
points to 35.6 per cent as a result of this. Kombiverkehr is cha­
racterised by a stable economic situation during the period under
report.
425.6
15
SERVICES
NEW
SERVICES
ENLARGE THE NETWORK
Kombiverkehr added new connections to and from
Scandinavia via the fixed crossing and new direct
trains to its range of services during the past financial
year, thus maintaining its position as market leader.
16 SERVICES
17
INTERMODAL NETWORKS
INTERNATIONAL TRANSPORT AGAIN
SHOWS POSITIVE DEVELOPMENT
NATIONAL TRANSPORT
Contrary to the general trend in the European rail freight
transport sector, the statistics for the volume of traffic handled by
Kombiverkehr in the past financial year are exceedingly positive.
The number of consignments transported in Kombiverkehr‘s
national and international network climbed to 978,095 units
(1.96 million TEU) over the course of the year. This equates to an
increase of 5.8 per cent on the previous year and represents the
biggest growth in consignments in five years at the same time.
Whereas a record forwarding volume was achieved in international
transport, the volume of consignments fell slightly in national
transport.
The volume of consignments in national Combined Transport in
2015 lagged slightly below the levels of the previous year. In the
past financial year, the national de.NETdirect+ network thus
recorded a 1 per cent fall in the number of units transported to a
total of 201,703 consignments or 403,400 TEU. The development
of transport in the German domestic market was affected by a
series of external factors. The loss of market shares among German
and west European transport companies is reflected in our volume
statistics.
Taken over the whole year, the growth of the German economy
proved to be extremely robust. Once again, positive impetus
came from a sharp rise in foreign trade and consumer spending.
The trend towards an increasingly strong internationalisation of
traffic flows can also be seen in Kombiverkehr‘s current statistics
for volumes.
On the other hand, the growth in cabotage operations is proving
to be increasingly problematic for national Combined Transport.
Cabotage rose by nearly 23 per cent in Germany in 2014 alone
and this trend must have continued in 2015 as well. The market
shares of low-cost providers from eastern Europe rose steadily as a
result of increasing competition in the national road haulage sector.
This development is all the more problematic for Kombiverkehr as
these contractors, most of whom do the driving themselves, are
not particularly CT-aware.
On top of this, the pressure on freight rates in Germany was
intensified by falling diesel prices and the reduction in tolls, which
came into effect at the start of the year. The fact that Kombiverkehr
even managed to increase volumes on many transport routes in
this tough market environment and in spite of nine weeks of strikes
by the GDL train drivers‘ union is therefore all the more impressive.
18 SERVICES
In particular, the services to and from Scandinavia made an aboveaverage contribution to the very pleasing overall result. The first
signs of a trend towards moving freight from ship to rail could be
detected in the 2014 financial year, and the modal split further
intensified at the expense of ferry transport in 2015. Stricter regulations on the prevention of pollution in maritime shipping in the
North Sea and Baltic Sea call for a reduction in permissible sulphur
emissions and forced ferry operators to invest in new technologies.
The ferry costs for CT operators and forwarders increased as a
result. Although extremely low fuel costs are still cushioning the
feared negative impact, many transport companies are already
gearing up for the expected cost increases in the future.
Not only did Kombiverkehr manage to double the figures for the
volume of traffic with Sweden, it also achieved an above-average
increase on other transport routes. This applies in particular to
shipments between Germany and the Czech Republic, Poland,
Greece, Spain, Denmark, the Netherlands and Turkey.
On top of this, Kombiverkehr‘s existing network was continuously
expanded in the past financial year. The introduction of additional
services between Herne and Malmö and between Lübeck and
­Helsingborg/Stockholm via the fixed crossing laid the foundations
for success in the 2015 financial year. There are more new services
on the routes between Rostock and Brno, Schwarzheide and various
terminals in Poland, and between Frankfurt and Venice.
Volume growth in the 2015 financial year was substantially
impacted by adverse cost movements in the rail and road transport
sector. Among the factors stifling growth were the wage rises
brought about by the pay dispute in the rail freight transport
industry and the more or less routine annual price hikes in energy
and infrastructure costs. Falling diesel costs and ever-stronger
competition from the increase in cabotage operations in the road
haulage sector also meant that price levels dropped further on the
roads, thus putting a strain on the market for Combined Transport.
VOLUME OF NATIONAL TRANSPORT
(EXCLUDING BALTIC SEA TRANSPORT) IN CONSIGNMENTS
2015
201,703
2014
203,675
2013
The strike by the GDL train drivers‘ union imposed a further
strain on national transport in the first half of 2015. Despite good
organisation on the part of Kombiverkehr and Deutsche Bahn, the
sheer length of the strike action and the public debate both did
long-term damage to confidence in the reliability of the railway.
With over 200,000 consignments shifted on the German railway
network, national Combined Transport nevertheless remains a vital
cornerstone of our network. The national train products assembled
under the name de.NETdirect+ also continue to form the backbone
of many first and final legs in international transport. The national
trains are also a vital fallback option for gateway services in the
event of surplus demand or the seasonal suspension of international
trains.
At around 21 per cent, therefore, national transport at Kombiverkehr
still accounts for a significant share of total volumes. And the
efficient linking of individual terminals through our gateway hubs
in Hamburg, Duisburg, Cologne, Ludwigshafen and Munich gives
customers the opportunity to shift additional shipments onto the
environmentally friendly railways. At the same time, by having a
dense network of transport links we are not only increasing the
capacity of our network, but also reducing transfer times and thus
overall journey times.
Kombiverkehr linked a total of 21 terminals throughout Germany
in the 2015 financial year with the help of 66 terminal-terminal
routes, some of them several times a day. Every week around
200 direct and multi-group trains operate between major economic
regions in the national network. This means a daily average of
807 truckloads are shifted from road to rail.
217,841
19
INTERMODAL NETWORKS
INTERNATIONAL TRANSPORT
The 2015 financial year will go down in the company‘s history
as a record breaker in international Combined Transport. 776,392
consignments or 1.55 million TEU were shifted on cross-border
routes, the highest number of transport units in Kombiverkehr‘s
47-year history. The volume rose by 7.7 per cent compared to
the previous year. A new high was also reached on six of the 17
bilateral national services operated by Kombiverkehr in 2015.
2015. Apart from a slight decline in the crisis year of 2009, this
axis has enjoyed continuous growth for over 12 years. The total
forwarding volume has now risen nearly fivefold, from around
30,000 consignments in 2003 to 149,687 consignments.
Cross-border transport between Germany and other European
countries is divided into four business segments at Kombiverkehr.
All of them recorded volume growth in the past financial year.
Kombiverkehr recorded the strongest growth on the northern
European axis with a gain of 29.6 per cent. The eastern European
axis was up by 11.8 per cent compared with 2014 and southern
Europe, the busiest market, closed with a volume increase of 2.2
per cent.
With a total of 413.936 consignments (827,900 TEU), southern
European transport remains the workhorse at Kombiverkehr. The
volume of shipments was again increased, by 2.2 per cent in the
2015 financial year. Nearly 54 per cent of our international volume
is thus transported in traffic between Germany and Italy as well as
Germany and Switzerland.
It is particularly gratifying to see volumes on the up once again
in western Europe, which chalked up an increase in consignments
for the sixth time in succession, by an impressive 8 per cent in
VOLUME OF INTERNATIONAL TRANSPORT
(INCLUDING BALTIC SEA TRANSPORT) IN CONSIGNMENTS
2015
74,654
2014
64,700
2013
77,553
701,738
656,319
624,777
Baltic Sea transport with connection to Northern Euope
20 SERVICES
776,392
721,019
702,330
Bilateral transport
SOUTHERN EUROPE
At present, Kombiverkehr provides a total of 232 direct train
services every week on the Germany – Italy/Switzerland corridor
and thus links major economic regions in the three countries with
regular services on 50 terminal-terminal routes.
Transport flows to and from Italy are spread across the four main
alpine crossings of Brenner and Tauern in Austria and Gotthard
and Lötschberg via Switzerland. With 221,664 transported consignments, the Brenner route was again by far the most important
corridor during the last financial year, followed by the Gotthard/
Lötschberg route with 127,746 consignments and the increasingly
important Tauern line with 49,959 consignments. Kombiverkehr
uses the four alpine axes to operate regular shuttle trains between
the Italian terminals in Verona, the metropolitan area of Milan,
Trieste and Venice and 12 sites in Germany (Kiel, Rostock, Bremen,
Hamburg, Hannover, Wuppertal, Duisburg, Cologne, Frankfurt,
Ludwigshafen, Nuremberg and Munich).
OVERLAND
DIRECTLY TO
SWEDEN
THE ØRESUND BRIDGE
OFFERS AN ALTERNATIVE TO FERRY TRANSPORT FROM GERMANY
TO SCANDINAVIA
By taking steps towards the fixed
crossing, Kombiverkehr has responded
promptly to customer requests for
alternatives to ferry transport to
Scandinavia. The main reason for
this is the expected cost increases in
ferry transport as a result of stricter
environmental regulations in the
SECA (Sulphur Emission Control
Area).
The new overland route can there­
fore be seen as an alternative to
Scandinavian traffic going through
the Baltic Sea ports of Kiel, Lübeck
and Rostock, a well-established
service that has enjoyed years of
success.
21
At the start of 2015, Kombiverkehr
introduced two new open train products, which do not go over water
but over the Øresund Bridge, the
fixed crossing between Copenhagen
in Denmark und Malmö in Sweden.
The bridge is a 16 km road and rail
link that was opened in 2000 after
taking just 40 months to build.
The shuttle train between KölnEifeltor and Malmö CT terminal
was launched at the start of 2015.
It runs four times a week in each
direction for transport units with a
profile of up to P400. The Netherlands, Germany and Sweden are
also connected by a train running
between Coevorden, Bad Bentheim
and Malmö twice a week in
each direction in this corridor. The
distance of over 900 kilometres
is covered in less than 24 hours.
Two company trains are already
using this alternative transport
service to and from Sweden.
22
Strategically speaking, the bridge
in the Øresund region is ideally
located: not only does it link two
countries, but also two major transport hubs in the region thanks to
its proximity to Copenhagen Airport
and the transshipment terminals
in Malmö. From Malmö the consignments can be fed directly into
the Scandinavian network of our
partner Green Cargo. They are then
transported either to Sweden, for
example to Stockholm, Sundsvall
or Umeå, or to the cities of Oslo,
Trondheim or Bergen in Norway.
In order to cater for the increased demand for transport on the
transit route through Switzerland, Kombiverkehr and its partner
Hupac upped the number of departures on the route between
Duisburg and Busto Arsizio in February 2016 from six to eight a
week in each direction.
ALPINE TRANSIT VIA AUSTRIA ON THE UP
AGAIN
Transalpine transport via Austria continues to be the backbone of
Kombiverkehr‘s international unaccompanied Combined Transport.
With a 3.9 per cent increase in forwarding volume, the Brenner
route actually strengthened its position as the busiest of the four
alpine crossings during the past financial year.
In response to the increased demand for alternative transport
options through the highly sensitive alpine region, Kombiverkehr,
along with its Italian partner CEMAT, has been providing two
additional weekly departures in each direction on the route
between Köln-Eifeltor and Verona Quadrante Europa since
September 2015. This means that up to four trains now operate in
each direction on this “racetrack” every day.
In addition to this capacity expansion, the production concept on
the service between Hamburg/Hanover and Verona was optimised.
Instead of a multi-group train, customers can now choose between
direct departures on workdays from Hanover or direct trains serving
Hamburg three times a week. In addition to this, the gateway
connections via Munich and Cologne can continue to be used on
the other days.
FERRY SERVICE FROM TRIESTE TO GREECE
AND TURKEY
At the start of 2015 we were faced with a challenge on our trains
crossing the Tauern Pass to and from Trieste: due to a change in the
timetable for ferry departures to Greece it was no longer possible
to transfer transport units from our shuttle trains onto the ferry
to Patras in a timely manner. After a few trial runs with trains via
Bologna, an alternative solution was ultimately implemented
through Fusina in the Port of Venice. A RoRo cargo ferry bound
for Patras departs from here three times a week. Kombiverkehr
currently links the Port of Venice with the terminal in Frankfurt/Main
once a week in each direction. However, there are plans to double
the number of departures to two over the course of this year.
Not only was the transport route moved to alternative ports, the
existing intermodal service to Greece via Trieste was also expanded
in January 2015 by a new ferry link to Lavrio in the Attika region
around 60 kilometres to the south of Athens. The new ferry service,
now operating twice a week, is of particular importance to for­
warders who transport consignments bound for Athens: the shorter
distance from Lavrio means that the cargo ferry is used to deliver
containers and semitrailers in the Athens region more cheaply
23
KAPITEL /
THEMEN
SEITENETWORKS
ABSCHNITT
INTERMODAL
than was previously the case from Patras. The new range of services
can be extended if there is sufficient demand.
Kombiverkehr likewise provides ferry services via Trieste to and from
the European and Asian parts of Turkey. Several times a week the
intermodal service links the Turkish ports of Pendik, Haydarpasa,
Mersin and Cesme with the Ludwigshafen BASF and München-Riem
terminals in Germany. There are numerous forwarding options from
the German terminals in Kombiverkehr‘s German and international
networks. This service can also be used to transport heavy consign­
ments with hazardous goods or refrigerated trailers safely and
efficiently over the long distance to Turkey.
WESTERN EUROPE
The volume of unaccompanied Combined Transport between
Germany and the countries of west and southwest Europe rose by
an above-average rate of 8 per cent to 149,687 consignments or
around 300,000 TEU. The forwarding capacity in the corridor
between Germany and Spain, France, Belgium and the Netherlands
is currently distributed among 100 regular weekly shuttle trains.
Growth was supported by the seaport hinterland traffic between
the Netherlands and Germany. Kombiverkehr achieved volume
growth for the tenth time in succession on the axis with the Port
of Rotterdam during the past financial year. Volumes rose by 14.4
per cent to 80,812 consignments.
Spanish transport also increased for the third consecutive year,
with the result improved by 8 per cent. At the same time, the
increase to the current level of 51,757 consignments (103,500 TEU)
was Kombiverkehr‘s best ever result on the routes to and from
Spain, which are operated along with our Spanish partner
Comiberia. Even stronger growth was impeded by the many
construction sites in France, especially on the Atlantic axis. This
upward trend also compensated for another fall – this time by 11
per cent – in the volume of consignments in the corridor between
Germany and France, which is managed in collaboration with the
French operator Novatrans.
WESTERN PORTS CONTINUE ON COURSE
FOR GROWTH
With 7 million containers a year, the Port of Rotterdam is the
biggest port in Europe. It functions as a central logistics hub
through which a substantial proportion of global transport flows
is channelled. To cope with the forecast volume increases in the
future, the port has been repeatedly extended and the available
container handling area nearly trebled in recent years.
During the past financial year, Kombiverkehr implemented a new
processing concept for the first time to incorporate the newly
VOLUME BY TRANSPORT AXIS
IN CONSIGNMENTS
built Rotterdam APM terminal into the eu.NETmaritime network.
With up to four departures a week in each direction, there is a
direct train service to the terminal locations in Neuss and Duisburg.
The current service is marketed by our subsidiary Optimodal in
Rotterdam and can be expanded according to need at any time,
including the option of daily departures.
149,687
413,936
103,565
109,205
ABSCHNITT
24 SERVICES
KAPITEL / THEMEN
SEITE
Southern Europe
Western Europe
Northern Europe &
German Baltic Sea ports
Eastern and southeastern Europe
Given the upward movement in volumes in recent years, the
terminal in Dortmund had also reached the limits of its capacity.
A new building in the north of the city has therefore been planned
and completed in recent years. The terminal expansion scheme
was finished at the end of 2015 and Kombiverkehr has now turned
its attention to links with the new site. Provision has also been
made for the ongoing expansion of existing block train services
between Duisburg/Neuss and Dortmund on the one hand and
Rotterdam on the other.
25
INTERMODAL NETWORKS
CENTRAL AND EASTERN EUROPE
During the past financial year a total of 109,205 consignments
(218,400 TEU) were transported on an average of 82 weekly
block trains operated by Kombiverkehr in unaccompanied transport
between Germany and central and eastern Europe. Following
slight losses in the preceding year, volumes were increased by a
double-digit figure of 11.8 per cent in 2015. Whereas demand
in the corridors with Slovenia and Hungary dwindled last year,
forwarding volumes in traffic with Austria, Poland, the Czech
Republic and Turkey were up quite substantially in some cases.
The positive growth in train services on the routes between
Germany and Poland, the Czech Republic and Austria was realised
by introducing new production concepts. Improved control within
close range and end-to-end international transport control ensure
that customers receive more reliable information and estimated
times of arrival in the event of delays. By taking these measures,
we managed to improve the average punctuality rates on services
and attract shipments that had drifted onto the roads back to the
railways. This strategy was particularly successful in the corridor
between Germany and Poland, where the forwarding volume was
increased by 73.3 per cent in the past financial year.
26
SERVICES
RESTRUCTURING OF PRODUCTION CONCEPTS IN
POLISH TRANSPORT
The gratifying growth in the transport corridor between the Ruhr
district and Poland is attributable to closer cooperation between the
three operators concerned, who now provide a joint train product in
Polish transport alongside their own respective services. It has been
running four times a week in each direction between the Duisburg
DUSS terminal and Kutno since January 2016, stopping twice a
week in Poznan Franowo. This joint product allows the participating
partners to provide a competitive and reliable service between the
Ruhr district and the industrial centres around Poznan and Warsaw.
The closing times for acceptance are late and the pick-up times
are early in Duisburg and Kutno, thus facilitating the optimisation
of vehicle operations in the region. There are also options for
onward transport from Duisburg and Kutno to make use of the
three operators‘ existing national and international services.
Bundling the current consignment volumes of all three operators
into one joint train product opens up opportunities for customers
in international forwarding to send shipments by rail, which is both
cost-efficient and climate-friendly, in this corridor. Furthermore,
with four departures a week in each direction, Kombiverkehr offers
its customers a high-quality product at an attractive price. All types
of transport units can be transported, including semitrailers with a
profile of up to P400.
ALTERNATIVE
TRACTION
TO IMPROVE
QUALITY OF
SERVICE
RBH LOGISTICS GMBH,
A PROVIDER OF
RAILWAY LOGISTICS
SERVICES, HAS BEEN
PROVIDING TRACTION
FOR KOMBIVERKEHR
SINCE FEBRUARY 2015
Quality of service has always had
top priority at Kombiverkehr so as
to ensure high levels of customer
satisfaction: even a well-planned
logistics chain can be jeopardised
if the performance of the railways
is not up to scratch. We therefore
see it as our duty to work closely
and consistently with our traction
companies to maintain plannable
service quality on a sustained basis.
27
In February 2015, Deutsche Bahn
responded to demands from
Kombiverkehr by appointing RBH
to take over transport services –
of very poor quality at the time –
to eastern Europe, especially to
Poland and the Czech Republic.
RBH Logistics GmbH is a wholly
owned subsidiary of DB Cargo AG
and its head office is in Gladbeck.
The company specialises in flexible
national and cross-border block train
services, has been in existence for
over 100 years and has belonged
to the DB Group since 2005.
RBH resources in 2015 included
approximately 100 locomotives and
more than 1,100 railway wagons.
572 employees worked in the
company‘s various divisions in 2015.
The other activities of RBH include
the transport of bulk goods, chemical
and mineral oil products and waste,
as well as the operational management of works railways and the
maintenance of control and safety
systems, tracks and equipment.
28
The number of routes on which RBH is
responsible for the main traction was
increased to 18 last year. As well as the
services to Poland and the Czech
Republic, RBH now provides traction,
for example, for shipments from
Wuppertal to various terminals in Italy
and from Duisburg to the German
Baltic Sea ports of Lübeck-Skandinavienkai or Rostock. Trains are
also driven by RBH from HamburgBillwerder to Neuss-Hessentor in
the national network de.NETdirect+.
The figures demonstrate that
switching some shipments to RBH
Logistics GmbH, which has been
ongoing for a year now, is having
an effect. The quality of services had
improved after only a few months,
from 56 per cent in October 2014 to
90 per cent in July 2015 on the route
to the Czech Republic for example.
Kombiverkehr works with DB Cargo
and RBH to maintain consistently
high levels of service quality. This is
another step in the right direction
in terms of customer satisfaction.
VOLUME BY COUNTRY
IN CONSIGNMENTS
Jan. – Dec.
2015
Jan. – Dec. Difference
2014
in %
Austria
51,088
49,168
+3.9 %
Belgium
7,652
9,367
-18.3 %
23,398
18,646
+ 25.5 %
3,906
3,436
+ 13.7 %
129
233
- 44.8 %
France
9,466
10,640
- 11.0 %
Greece
881
504
+74.7 %
14,969
15,266
-1.9 %
399,368
388,574
+ 2.8 %
80,812
70,616
+14.4 %
794
975
-18.6 %
11,104
6,406
+73.3 %
2,957
3,426
- 13.7 %
Spain, Portugal
51,757
47,923
+ 8.0 %
Sweden
21,429
9,336
+129.5 %
Switzerland
14,568
16,310
-10.7 %
4,810
4,274
+12.5 %
Czech Republic,
Slovakia
Denmark
Finland
Hungary
Italy
Netherlands
Norway
Poland
Slovenia, Croatia
Turkey
29
INTERMODAL NETWORKS
NORTHERN EUROPE AND
BALTIC STATES
Right at the start of 2015, Kombiverkehr also added to its range
of services by enlarging capacity in national transport to and from
Hamburg and the German Baltic Sea ports. Capacity has been
expanded and adapted on the routes to and from Hamburg and
Lübeck in order to cater specifically for increasing demand for
combined rail and ferry transport services to the countries of
Scandinavia. Now that our partner Green Cargo has launched a
direct train between south Sweden and Årsta near Stockholm,
which has onward rail connections coordinated with ferry arrival
times, our customers in the forwarding and logistics sector can
benefit from reliable end-to-end transport handling. Kombiverkehr
currently provides around 86 weekly trains in gateway services to
and from northern Europe via the German Baltic Sea ports of Kiel,
Lübeck and Rostock.
Germany’s three Baltic Sea ports of Kiel, Lübeck und Rostock
remain the central hub of Kombiverkehr’s services between Germany
and the northern European and Baltic states. The numerous ferry
connections between these ports and a whole series of correspondence ports along the Baltic coast make them bundling points for
our range of services to and from Scandinavia and to the Baltic
states. There was certainly a noticeable increase in the demand
for Kombiverkehr services via the fixed crossing during the past
financial year: an all-time high was achieved with a total available
capacity of 38 block trains a week.
TREND TOWARDS TRANSPORT VIA THE FIXED CROSSING
The forwarding volume in the northern European business
segment rose by 29.6 per cent in 2015 and now stands at 103,565
consignments or 264,100 TEU. The greatest impetus came from
the demand for new products via the fixed crossing. With an increase
in the price of ferry services on the horizon, more customers were
looking for viable alternatives. Kombiverkehr therefore added
several new shuttle trains to existing services to and from Sweden
in January 2016 in response to market demand. Since then, a new
shuttle train has been operating five times a week between Herne
in the north of the Ruhr district and Malmö in Sweden. Apart from
a journey time of just 17 hours, another feature of the new train
is the additional connection options in Malmö. From Malmö, for
instance, the Swedish terminal of Årsta (Stockholm) and Alnabru
(Oslo) in Norway can be reached through services operated by
partner company Green Cargo.
30 SERVICES
Another new train with capacity for up to 36 trailers started
operating between northern Germany and Sweden three times a
week in December 2015. The starting and finishing points are the
Lübeck Cargo-Terminal-Lehmann (CTL) and the new Stockholm
Nord terminal located 40 kilometres north of Stockholm. The train
covers the 1,200-kilometre route in just 24 hours, with a stop in
Helsingborg to load and unload individual consignments.
31
INTERMODAL LOGISTICS MANAGEMENT
IN ACTION
FOR YOU
EVERYWHERE
Kombiverkehr is also active in related
business fields and hence in far-reaching
logistics management in order to develop
and optimise its core business. The interests
of customers are thus represented at all
levels and throughout Europe.
32 INTERMODAL LOGISTICS MANAGEMENT
33
INTERMODAL LOGISTICS MANAGEMENT
UIRR – OUR REPRESENTATIVE AT
EUROPEAN LEVEL
The industrial association for our sector is the International Union
for Road-Rail Combined Transport (UIRR) in Brussels. In 2015, the
union worked particularly hard to launch the new strategy approved
by its members the previous year and make a start on its implementation. Accordingly, the UIRR is set to make a greater contribution
to accelerating the growth of European Combined Transport, doing
so on the basis of the system‘s technical advantages and the high
level of management expertise among those who organise it.
“Promote”, “Enhance” and “Support” are the three keywords on
which the work of the union is based. “Promotion” covers all UIRR
activities designed to encourage the use of Combined Transport:
on the one hand, the distribution of information on Combined
Transport, its services and requirements and, on the other hand,
the compilation of reports on regulatory and legislative initiatives,
including the finalisation of essential proposed amendments in a
legal environment.
“Enhancement” refers to the development of best practices in
internal working groups with experts taken from among the ranks
of members.
“Support” means assisting the day-to-day business of Combined
Transport with a range of IT services and the allocation of the ILU
code owner key, including the administration of the associated
register.
Over the course of 2015, the UIRR worked very hard on the
following dossiers:

The Fourth Railway Package

T he implementation of Directive 719/2015 on the
dimensions and weights of road vehicles in the EU
34 INTERMODAL LOGISTICS MANAGEMENT

Directive 34/2012 on a single European railway area

Regulation 913/2010 on rail freight corridors
The UIRR also turned its attention to Directive 92 / 106, which
regulates Combined Transport throughout Europe, and called on
European legislators to make extensive amendments to this. The
UIRR is pressing for this fundamental piece of legislation, which
was originally designed to promote CT, to be changed in such a
way as to ensure a genuine harmonisation of national regulations
and a standardised operating framework for Combined Transport
in Europe.
Finally, the UIRR also called for an overhaul of Directive 96 / 2003
on the taxation of energy products and the Eurovignette Directive
on infrastructure charging in order to create consistent framework
conditions for all modes of transport.
The UIRR is the official administrator of the ILU codes, i.e. the
labelling of semitrailers, swap bodies and non-ISO containers
shipped in unaccompanied Combined Transport. The compliance
rate for the voluntary identification system for transport units
(EN13044 standard) is now running at 95 per cent. According
to the Customs Code Implementing Regulations, it is obligatory to
attach a BIC and/or ILU code to every transport unit entering or
leaving the EU in unaccompanied Combined Transport.
BOOK AND TRACK
INTERMODAL
SHIPMENTS
ONLINE
AS OF 1 APRIL 2016
KOMBIVERKEHR
ACCEPTS ELECTRONIC
BOOKINGS ONLY
Back in 2014, Kombiverkehr
launched a project to modify its
existing online booking system with
the aim of handling all incoming
bookings electronically in future.
Together with external partners,
an internet-based, user-friendly
and secure booking application was
developed. It entered its pilot phase
at the beginning of 2015, when
selected regular customers tested
the system so that it could be
refined and attuned to the requirements of any future users.
35
The new modified application
went live in mid-July and has been
available to all Kombiverkehr
customers ever since.
The advantages of the application
are plain to see: it simplifies the
booking of transport units through
special web services. Enhanced
security is a useful feature, with
pre-generated input fields keeping
the error ratio to a minimum during
data input. Booking information
can also be saved in template
form and thus used over and over
again. The overview displays all
the bookings made by a company.
When a booking is confirmed, the
order can be seen in consignment
tracking at the same time. CESAR,
a platform for tracking & tracing
developed by several operators,
allows schedulers to view transport
status in order to manage the
collection of your consignments.
36
The new online booking system
is incorporated into the
myKOMBIVERKEHR user application
on www.kombiverkehr.com and
replaced the previous booking
methods via fax or e-mail on 1 April
2016. As well as the modified online
booking system, customers with
high transport volumes still have
the option of booking via a B2B
interface integrated into the for­
warding systems of our customers.
OPERATIONS
PRIVATE TRACTION
The year 2015 was a challenging one for the operations division
of Kombiverkehr. A series of factors had a massive impact on the
punctuality of our trains. The main one was the longest wave of
strikes in recent years by the GDL train drivers‘ union in the first half
of 2015, followed by more strike-related disruption to rail transport
in France and Italy among others, the aftermath of bad weather,
including Storm Niklas, numerous technical malfunctions and construction work. When things like this happen, it must be borne in
mind that they drag on even after the disturbance is over because
it has to be “tidied up” first. This means that all resources must be
brought into the starting position before they can resume normal
operation. In light of all this and to keep this restart process as
short as possible, DB used contingency timetables to operate the
train systems, especially when the train drivers were on strike.
In 2015, KombiRail Europe B.V. – the rail freight company
belonging to Kombiverkehr – pulled 21,035 trains. Services were
thus provided between the Rotterdam RSC, Euromax and Delta
terminals as well as the new terminals in Maasvlakte 2 (APMT and
RWG) on the one hand, and Duisburg, Dortmund and Neuss on the
other. With a transport output of over 380 million tonne-kilometres
and a forwarding capacity of around 80,000 shipments, KombiRail
Europe also made a tangible contribution to linking the Port of
Rotterdam with the hinterland by rail during the past financial year.
We appointed our crisis team consisting of representatives from
Operations, Sales, Corporate Communications and Controlling
to coordinate the aftermath of the strike during the relevant
periods. By working with DB, we managed to stay in control of
the repercussions of strike action for Kombiverkehr and for our
customers. The communicated contingency timetables were
largely adhered to and could thus be relied upon for planning
by our customers.
Transport Monitoring is increasingly reaping the benefits of our
electronic train movement monitoring system. In relation to the
European transport corridors, the EU stipulates among other things
that the network operators must use the “TIS” (Train Information
System). The increasing availability of these systems is gradually
making it easier to incorporate information on train movements
into our Europe-wide monitoring system.
37
KAPITEL /
INTERMODAL
ABSCHNITT LOGISTICS MANAGEMENT
WAGONS
TERMINALS
The number of individual wagons at Kombiverkehr‘s disposal in
the 2015 financial year remained unchanged. Out of a total of
262 wagons, 211 are double pocket wagons and 51 are container
carriers. The total mileage of all wagons was 30.7 million kilometres
in 2015, slightly less than the preceding year. The highest mileages
continue to be achieved by the popular T 3000 double pocket
wagons, which covered an average distance of 130,000 km during
the year.
Transshipment facilities represent the crucial link between our
customers and the railway transport system. The efficiency of the
terminals is one of the key factors in the success of the Combined
Transport system. The terminal operators were also reliable partners
for Kombiverkehr over the course of the past financial year. Over
50 terminals at home and abroad are not only loading stations
for the regional transport industry, but also – and increasingly –
transfer points in Kombiverkehr’s gateway systems. This allows
complex transport chains incorporating several terminals and train
routes to be reliably managed.
The ECM function (Entity in Charge of Maintenance certificate)
was outsourced on 1 January 2015. Preparations were likewise
made on 1 January 2016 to transfer the activities of Kombiverkehr‘s
own workshop at Köln-Eifeltor to the newly created company
DIV Dienstleistungsgesellschaft für Intermodale Verkehre mbH.
The proven system of mobile wagon maintenance can thus be
continued by a certified workshop at the Köln-Eifeltor terminal.
It was not possible to complete the outstanding works to convert
55 wagons from cast iron brake blocks to the quieter LL blocks by
the end of the financial year, as originally intended. This was down
to technical problems as the brake system needs to be changed
for this conversion. A series of trials is in progress for this purpose.
We are nevertheless doing our bit to reduce the noise of rail freight
transport in order to ensure that all privately owned freight wagons
trundle along more quietly by the end of 2020, as stipulated by t
he German government. Around 80 per cent of our wagons are
currently fitted with composite brake blocks and move quietly
enough for noise levels to be perceived as having halved.
INTERMODAL
/ ABSCHNITT
LOGISTICS MANAGEMENT
38 KAPITEL
In the 2015 financial year, Deutsche Umschlaggesellschaft SchieneStraße (DUSS) mbH reinforced the positive trend of the previous
year by handling over 2.1 million transport units. Kombiverkehr
has a 12.5 per cent equity stake in Germany‘s biggest terminal
operator. DUSS operates 23 national terminals, with München-Riem,
Köln-Eifeltor, Hamburg-Billwerder and Duisburg-Ruhrort Hafen
still proving to be among the busiest facilities.
The long-awaited and desperately needed measures to expand
the transshipment facility in Leipzig-Wahren began during the
period under review. The addition of a second crane module and
corresponding storage areas created more handling capacity.
The facility is thus ideally positioned to meet the continuing high
demand for transport in central Germany in the medium term.
For Kombiverkehr, the transshipment terminal in Duisburg
Ruhrort-Hafen fulfils a vital role as a hub in the national and
international train network. The terminal handled nearly 190,000
transport units, another increase in volume. This is largely
attributable to the stable quality of output as a result of systematic
compliance with the measures introduced to improve sequences
of operations. The owner of the facility is Planungsgesellschaft
Kombinierter Verkehr (PKV).
Unfortunately, it was not possible during the financial year to
finish all the construction work at the new HUB terminal in
Duisburg, which has been built in the immediate vicinity of the
DUSS terminal. The lack of a final decision on the construction
of the desperately needed internal road link and the retroactive
amendment of various fire safety measures were the main reasons
for the delayed opening, which is now scheduled to coincide
with the 2016 / 17 timetable changes.
39
INTERMODAL LOGISTICS MANAGEMENT
Neuss Trimodal GmbH was on course for growth during the first
year after it was reorganised under company law. With nearly
120,000 units handled, it achieved a substantial increase. This
achievement is all the more impressive given that only one of
two new gantry cranes came into operation in 2015, despite the
completion of an extension scheme. This means that the entire
superstructure is still not available to the facility.
Kombi-Terminal Ludwigshafen (KTL) was able to confirm its status
as Germany‘s busiest inland terminal in the past financial year. In
2015, nearly 390,000 transport units were handled by the facility,
which is jointly operated by BASF SE, Kombiverkehr and other
partners. With a share of 40 per cent in the total handling volume,
Kombiverkehr is still the largest operator at the Ludwigshafen
CT site.
With more than 176,000 transport units handled, TriCon Container
Terminal Nürnberg GmbH almost matched the previous year‘s result
during the period under review. This confirms that the facility, in
which Kombiverkehr has a 25 per cent equity stake, is of central
importance for maritime and continental customers owing to its
strategically advantageous location in the Hafen Nürnberg-Roth
freight village.
Bremen is one of the most important locations for the automotive
industry in Germany, which is why the Roland Umschlagsgesellschaft, a transshipment facility situated in the Güterverkehrszentrum
(GVZ) Bremen freight village, was particularly hard hit by the
strike by the GDL train drivers‘ union. Companies in the automotive
industry specifically instructed their forwarders not to use the
railways for their shipments during strike action. As a result, Roland
Umschlagsgesellschaft was unable to match the result of the
previous year, with 73,271 transport units handled during the
financial year under review.
In contrast, Eurokombi Terminal GmbH in Hamburg recorded a
significant volume increase compared to the previous year. With
over 463,000 transport units, the upward trend of preceding
years was continued. Operated in collaboration with Eurogate
Container Terminal Hamburg, the transshipment facility is enjoying
the benefits of much simpler handling processes since the port
ceased to hold freeport status. This is reflected primarily in the
increasing demand for non-maritime consignment capacity.
Our terminal holdings on the Baltic Sea are of central importance
for transport to Scandinavia and the Baltic region. Optimally
coordinated handling processes provide for smooth transfer
operations between rail and ferry at the locations in Rostock,
Lübeck and Kiel. The past financial year nevertheless brought
mixed fortunes in terms of volume growth.
40 INTERMODAL LOGISTICS MANAGEMENT
EMISSIONS
CALCULATION
AS PER
DIN EN 16258
KOMBIVERKEHR ADAPTS
DATABASE AND BALANCE
METHOD TO EUROPEAN
STANDARD TO CALCULATE
GREENHOUSE GAS
EMISSIONS IN FORWARDING AND LOGISTICS
Kombiverkehr KG uses the quick
calculator for pollutant emissions to
show forwarders concrete evidence
of the ecological benefits of intermodal
transport. The application compares
the pollutant emissions of intermodal
transport with those of end-to-end
road freight haulage on individually
plannable routes.
41
With basic timetable information,
users can visit www.kombiverkehr.com
to view an initial calculation of their
planned shipments based on pre­
defined parameters. The second step
allows them to change parameters,
such as the HGV Euronorm or the
laden weight, within the actual
emissions application as required
and duly adjust the balances.
Details of harmful emissions – such
as carbon dioxide, nitrogen oxide,
sulphur dioxide and particulate
matter – and of energy expenditure
are issued to customers and interested parties by Kombiverkehr with
every calculation. The database for
the calculation of emissions is made
available by the IFEU Institute in
Heidelberg.
Having been revamped in terms
of content and appearance,
Kombiverkehr‘s website has now
gone live and in May 2015 the
calculation basis was adapted in
line with the new DIN EN 16258
standard published by the European
Committee for Standardisation
(CEN).
42
This is the European standard
for calculating greenhouse gas
emissions in freight forwarding and
logistics. A new feature for all users
since then is the output of CO2
equivalents, which quantifies the
overall greenhouse gas effect of
any climate gases generated during
transport. The emissions balance
was previously output in a single
emissions phase, but the new
standard now also distinguishes
between the phases “well-towheel” and “tank-to-wheel”.
This allows energy consumption
and emissions to be broken down
into energy process and vehicle
process.
In Lübeck, the largest of the German Baltic Sea ports, Kombiverkehr
and Lübecker Hafen-Gesellschaft mbH operate the Baltic Rail Gate
GmbH terminal jointly and successfully. Located in Skandinavienkai
in Lübeck-Travemünde, the CT transshipment facility handled around
98,000 transport units in the 2015 financial year, thus achieving an
above-average increase in volume compared with the previous year.
Rostock Trimodal GmbH was able to look back on a thoroughly
positive result over the past financial year. With around 70,000
units handled, there was a noticeable increase in the volume of
consignments compared with the previous year. For Kombiverkehr,
the terminal is one of the most important transshipment facilities
in its entire network of services across the Baltic Sea.
KombiPort Kiel GmbH, the operator of the transshipment facility
in Kiel Ostuferhafen, was unable to reverse the slight downward
trend of the previous year in 2015. The decrease in handling
figures to around 7,800 transport units is due essentially to the
effects of the European trade sanctions against Russia. Russian
and Baltic destinations are the traditional focus of ferry services at
Ostuferhafen.
LOADING UNITS HANDLED
AT TERMINALS IN WHICH KOMBIVERKEHR HAS A HOLDING
Handlings
2015
Bremen-Roland
Handlings
2014
73,271
89,000
2,135,781
2,138,136
463,171
435,313
7,748
9,395
97,554
88,227
Ludwigshafen KTL
388,347
368,874
Neuss-Hessentor
118,776
115,127
Nürnberg Hafen TriCon
176,434
180,736
69,824
63,667
DUSS total
Hamburg Eurokombi
Kiel Ostuferhafen
Lübeck-Skandinavienkai
Rostock-Seehafen
43
PERSONNEL
FUTURE-ORIENTED
PERSONNEL
DEVELOPMENT
The move towards more digital processes,
the shortage of skilled labour and the increase
in the proportion of women were focal points
of HR work not only nationwide, but also at
Kombiverkehr in the past financial year.
44 PERSONNEL
45
PERSONNEL
PERSONNEL DEVELOPMENT
AN EYE ON THE FUTURE –
STAFFING AT KOMBIVERKEHR
Kombiverkehr was not immune to the key issues in Germany in
2015, namely the shortage of skilled labour, demographic trends,
the proportion of women in work and digitisation. Booming
employment in Germany means that the shortage of skilled workers
is at an all-time high. This also affected the staffing situation at
Kombiverkehr. It is particularly hard to find suitably qualified
employees to work in the specialist field of intermodal transport.
Kombiverkehr was able to recruit twelve new employees in total.
A balanced age structure is the basis for long-term personnel
development at Kombiverkehr and we have a targeted system of
staff advancement to achieve this. With an average length of service
of twelve years, the age distribution at Kombiverkehr is very close
to the national average for people in paid work. The average age
for Kombiverkehr is 45 years. The average age of managerial staff is
49, however, which shows that there will be plenty of opportunities
for committed, hard-working employees in the future. Succession
ORGANISATION CHART
planning indicates that at least six management positions will
need to be filled within the next eight years.
The rather technical nature of Combined Transport means that
more men than women have chosen to work at Kombiverkehr in
the past, so men currently account for 68 per cent of the workforce.
The proportion of women in management positions is 12 per cent.
Kombiverkehr therefore intends to develop targeted opportunities
for women with equivalent qualifications.
The year 2015 was marked by another trend, known by the
buzzword “digital change”. This will also be very important at
Kombiverkehr in the future. The use of software-based or
software-assisted systems is steadily rising in order to make
work processes leaner and simpler at the same time. Workflows
that were previously manual are gradually being replaced by
digital processes: various online applications and IT programs
were launched in the second half of 2015 and a project for the
introduction of an enterprise content management system is
currently in progress. This brings about a transformation
in present-day jobs and also entails some reorganisation at
Kombiverkehr.
GENERAL MANAGEMENT
LOGISTICS CONCEPTS
MARKETING
CORPORATE COMMUNICATIONS &
SALES SUPPORT
Project development
OPERATIONS
SALES
FINANCE &
ADMINISTRATION
INFORMATION
TECHNOLOGY
Billing & Invoice
Verification
National Transport
Controlling
Commercial Systems
Northern Europe &
German Baltic
sea ports
Finance & Accounting
Production Systems
Human Resources
System Administrators
Hazardous Goods &
Waste Transports
ROC
Shipping/Customs & Safety
Terminals,
Process Organisation &
Projects
Transport Management
Transport Monitoring
Eastern &
Southeastern Europe
CLAIMS
MANAGEMENT &
TRANSPORT LAW
EQUIPMENT
TECHNOLOGIES
BONN
Service Department
Southern Europe
Western Europe
Regional Sales
Management/
Area Management
Sales Management
Our thanks go to all our employees whose hard work and
commitment have helped to ensure that Kombiverkehr can look
back on a successful financial year.
46 PERSONNEL
47
ANNUAL FINANCIAL STATEMENTS
PROFIT AND
LOSS ACCOUNT,
INCOME
STATEMENT
Revenues rose to EUR 446.6 million compared
to the previous year as a result of the increased
volume of consignments in international
transport.
48 ANNUAL FINANCIAL STATEMENTS
49
BALANCE SHEET
ASSETS
on 31 December 2015
A.
C.
31.12.2015
31.12.2014
Euro
Euro
279,557.00
8,023,707.00
2,725,551.03
260,164.65
9,030,142.00
2,425,551.03
11,028,815.03
11,715,857.68
242,552.09
35,180,818.81
3,699,257.26
462,013.82
34,179,415.48
6,017,488.92
39,122,628.16
40,658,918.22
74,247.75
58,758.31
50,225,690.94
52,433,534.21
PROFIT AND LOSS ACCOUNT
1 January to 31 December 2015
2015
2014
Euro
Euro
446,612,902.61
11,495,616.96
433,769,159.16
12,380,433.77
458,108,519.57
446,149,592.93
423,239,662.93
10,372,422.10
1,277,850.49
22,932,119.98
413,251,448.65
10,208,003.73
1,436,237.19
20,015,485.90
457,822,055.50
444,911,175.47
286,464.07
1,238,417.46
887,308.72
6,750.00
5,934.76
0.00
71,108.80
416,287.85
4,500.00
3,224.61
395,547.60
252,047.91
828,884.68
-223,583.05
1,115,348.75
1,014,834.41
Fixed assets
I. Intangible assets
II. Tangible assets
III. Financial assets
B.
PROFIT AND LOSS ACCOUNT
Current assets
I. Inventories
II. Accounts receivable and other assets
III. Cash on hand and on deposit with banks
Prepayments and accrued income
1
2
3
4
5
6
7
Sales revenues
Other operating income
Cost of material
Personnel costs
Depreciation
Other operating expenses
Operating result
LIABILITIES
8
9
10
11
12
Investment income
Income from loans of long-term financial assets
Interest and similar income
Write-downs on financial assets
Interest and similar expenses
on 31 December 2015
13
Financial result
14
Result of ordinary business activities
15
Taxes
219,049.48
210,840.78
16
Net income for the year
896,299.27
803,993.63
A.
Capital stock
I. Capital shares
II. Reserves
III. Net income for the year
B.
Balancing item for capitalized cost of own shares
C.
Accrued liabilities
I. Provisions for pensions
II. Tax provisions
III. Other provisions
D.
7,381,000.00
9,544,066.13
896,299.27
7,429,000. 00
9,286,296.35
803,993.63
17,821,365.40
17,519,289.98
60,000.00
60,000.00
63,210.00
87,210.60
11,532,430.76
62,833.00
0.00
13,879,373.48
11,682,851.36
13,942,206.48
3,750,000.00
14,810,540.65
2,100,933.53
4,250,000.00
16,062,746.34
599,291.41
20,661,474.18
20,912,037.75
50,225,690.94
52,433,534.21
Liabilities
I. Due to banks
II. Accounts payable
III. Other liabilities
50 ANNUAL FINANCIAL STATEMENTS
51
AUDIT CERTIFICATE
The balance sheet to 31 December 2015 and the profit and loss account for the financial year 2015 are reproduced only in abbreviated
form on the following pages. Auditors Ernst & Young AG have issued an unqualified audit certificate for the full annual financial statements
and annual report, which are published in the electronic Bundesanzeiger. The certificate is worded as follows:
“We have audited the annual financial statements – comprising the balance sheet, profit and loss account and notes – including the
accounting system and the annual report of Kombiverkehr Deutsche Gesellschaft für kombinierten Güterverkehr mbH & Co. KG, Frankfurt
am Main, for the financial year from 1 January to 31 December 2015. The accounting system and preparation of the annual financial
statements and annual report in compliance with German commercial law and the supplementary provisions of the company agreement
are the responsibility of the statutory representatives of the company. It is our task to offer an assessment of the annual financial statements including the accounting system and the annual report on the basis of our audit operations.
We performed our audit of the annual financial statements in compliance with § 317 HGB [German Commercial Code] and in accordance
with the principles of proper auditing issued by the German Institut der Wirtschaftsprüfer (IDW). These state that the audit is to be planned
and performed in such a way that irregularities and infringements having a substantive effect on the presentation of the net worth, financial
position and income situation in the annual financial statements in compliance with the principles of proper accounting and in the annual
report are identified with sufficient certainty. The audit operations are determined on the basis of knowledge of the business activities and
the economic and legal position of the company and the expectations of possible errors. During the audit the effectiveness of the internal
control system relating to the presentation of accounts and evidence for the disclosures in the accounting system, annual financial statements
and annual report are assessed largely on the basis of random samples. The audit comprises an assessment of the reporting principles
applied and of the substantive appraisals of the statutory representatives and an evaluation of the overall presentation of the annual
financial statements and annual report. It is our opinion that our audit forms a sufficiently reliable basis for our assessment.
Our audit did not give rise to any objections.
According to our assessment based on the findings obtained in the audit, the annual financial statements conform to statutory requirements and the supplementary provisions of the company agreement and provide a true and fair view of the net worth, financial position
and income situation of the company in compliance with the principles of proper accounting. The annual report is consistent with the annual financial statement, provides a fair overall view of the position of the company and adequately presents the risks and opportunities of
future developments.”
Eschborn / Frankfurt am Main, 29 April 2016
Ernst & Young GmbH
Busson Keskin
Wirtschaftsprüfungsgesellschaft
Auditor
52 ANNUAL FINANCIAL STATEMENTS
Auditor
53
APPENDIX
ADMINISTRATIVE BOARD, ADVISORY BOARD
WORKING GROUPS
AND EQUITY INTERESTS
Kombiverkehr has always valued the experience,
knowledge and opinions of reputable industry
representatives and is committed to the further
development of intermodal transport.
54 APPENDIX
55
CORPORATE INSTITUTIONS
ADMINISTRATIVE BOARD
ADVISORY BOARD
TRANSPORT WORKING GROUP
Gudrun Winner-Athens, chairman
Winner Spedition GmbH & Co. KG, Iserlohn
Johannes Röhr, chairman
Bundesverband Möbelspedition und Logistik (AMÖ) e. V.,
Hattersheim
Johannes Röhr, chairman
Anton Röhr GmbH & Co. KG, Rietberg-Mastholte
Hans Löffert
Transa Spedition GmbH, Offenbach am Main
Sonja Stich, vice-chairman
Karl Schmidt Spedition GmbH & Co. KG, Heilbronn
Jürgen Matzken
HOYER GmbH Internationale Fachspedition, Hamburg
Sascha Cremer
Kube & Kubenz Gesellschaft mbh & Co. KG, Hürth
Ueli Maurer
Bertschi AG, Dürrenäsch, Switzerland
Helmut Eder
LKW Walter Internationale Transportorganisation AG,
Kufstein, Austria
Frank Nibbes
Schenker Direct Production GmbH, Lübeck
Andreas Busemann, vice-chairman
DB Cargo AG, Frankfurt am Main
(from January 2016)
Axel Marschall, vice-chairman
DB Cargo AG, Frankfurt am Main
(until November 2015)
Michael Anslinger
DB Cargo AG, Frankfurt am Main
Carsten Hemme
Paneuropa-Rösch GmbH, Vechta
Thomas Hoyer
HOYER GmbH Internationale Fachspedition, Hamburg
Dr. h. c. Michael Kubenz
Kube & Kubenz Internationale Speditions- und
Logistik­gesellschaft mbH & Co. KG, Hamburg
Dr. Johannes Offergeld, vice-chairman
DSLV – Deutscher Speditions- und Logistikverband e. V.,
Bonn
Mathias Krage
DSLV – Deutscher Speditions- und Logistikverband e. V.,
Bonn
Dietmar Krings
SVG Bundes-Zentralgenossenschaft Straßenverkehr eG,
Frankfurt am Main
Adalbert Wandt
Bundesverband Güterkraftverkehr Logistik
und Entsorgung (BGL) e. V., Frankfurt am Main
Joachim Goldenbaum
VTG Tanktainer GmbH, Hamburg
Klaus Hertman
Rinnen GmbH & Co. KG Internationale Spedition, Moers
Simon Löblein
Löblein Transport GmbH, Schillingsfürst
Ralf Ossenbühl
Mainsped Banse GmbH & Co. KG, Rüsselsheim
Michael Schaaf
Bay Logistik GmbH & Co. KG, Waiblingen
Jens Stratmann
Wittener Transport-Kontor Heinrich Stratmann GmbH,
Witten / Ruhr
Hermann Lanfer
Lanfer Logistik GmbH, Meppen
Werner Löblein
Löblein Transport GmbH, Schillingsfürst
Johannes Röhr
Anton Röhr GmbH & Co. KG, Rietberg-Mastholte
56 APPENDIX
57
CORPORATE INSTITUTIONS
IT WORKING GROUP
Dr. h. c. Michael Kubenz, chairman
Kube & Kubenz Internationale Speditions- und
Logistikgesellschaft mbH & Co. KG, Hamburg
Carsten Bredemeier
Paneuropa-Rösch GmbH, Vechta
Dr. Guido Decker
DB Schenker Rail Deutschland AG, Essen
Markus Friedlein
Löblein Transport GmbH, Schillingsfürst
Nils-Olaf Klabunde
TCU GmbH & Co. KG, Bremen
TECHNOLOGY WORKING GROUP
Andreas Petersson-Lehmann
VOTG Tanktainer GmbH, Hamburg
Gregor Athens, chairman
Winner Spedition GmbH & Co. KG, Iserlohn
Michael Mehlhorn
Rinnen GmbH & Co. KG Internationale Spedition,
Moers
Kerstin Corvers
TFG Transfracht Internationale Gesellschaft
für kombinierten Güterverkehr mbH,
Frankfurt am Main
Stephan Pfeiffer
HOYER GmbH Internationale Fachspedition,
Hamburg
Kurt Richter sen.
Curt Richter SE, Cologne
Thomas Schmidt
Karl Schmidt Spedition GmbH & Co., Heilbronn
Heinrich Doll
Landauer Transportgesellschaft Doll KG,
Garching-Hochbrück
Niels Jäger
Lokomotion GmbH, Munich
Reinhard Keim
Euskirchen
Wolfgang Müller
Deutsche Umschlaggesellschaft Schiene-Straße mbH (DUSS),
Bodenheim
Paul Löblein
Löblein Transport GmbH, Schillingsfürst
Roger Schwarz
Bundesverband Güterkraftverkehr Logistik und
Entsorgung (BGL) e. V., Frankfurt am Main
Georgios Thomaidis
Gebr. Thomaidis GmbH, Frankfurt am Main
Dirk Trappel
Hamburger Speditions Gesellschaft Müller & Co. GmbH,
Hamburg
Joachim Lübeck
Spedition Minor GmbH, Gelsenkirchen
58 APPENDIX
59
EQUITY INTERESTS
EQUITY INTERESTS ON 31 DECEMBER 2015
Capital stock
KG share
100,000 EUR
50.00 %
6,000,000 CZK
30.00 %
Cesar Information Services, Brussels
100,000 EUR
25.10 %
Combiberia SA, Madrid
601,012 EUR
14.00 %
2,000,000 EUR
15.00 %
60,000 EUR
100.00 %
1,300,000 EUR
12.50 %
Deutsche Umschlaggesellschaft Schiene-Straße mbH (DUSS) Italia Terminal Srl, Verona
100,000 EUR
20.00 %
Eurokombi Terminal Hamburg GmbH, Hamburg
500,000 EUR
50.00 %
5,000 YTL
50.00%
20,000,000 CHF
0.44 %
KombiConsult GmbH, Frankfurt am Main
50,000 EUR
100.00 %
KombiPort Kiel GmbH, Kiel
60,000 EUR
50.00 %
1,000,000 EUR
20.00 %
100,000 CHF
99.00 %
Lokomotion Gesellschaft für Schienentraktion mbH, Munich
2,600,000 EUR
20.00 %
MegaHub Lehrte GmbH, Hanover
1,200,000 EUR
16.67 %
25,000 EUR
50.00 %
Neuss Trimodal GmbH, Neuss
650,000 EUR
50.00 %
Planungsgesellschaft Kombinierter Verkehr Duisburg mbH (PKV), Duisburg
102,260 EUR
50.00 %
ROLAND Umschlagsgesellschaft für kombinierten Güterverkehr mbH & Co. KG, Bremen
582,870 EUR
13.20 %
25,000 EUR
25.20 %
Trans Eurasia Logistics GmbH, Berlin
100,000 EUR
10.00 %
TriCon Container-Terminal Nürnberg GmbH, Nuremberg
300,000 EUR
25.00 %
UIRR S.C., Brussels
400,000 EUR
5.00 %
Baltic Rail Gate GmbH, Lübeck
Bohemiakombi spol. s.r.o., Prague
Combi Terminal Catalonia S.L.
Deutsche Gesellschaft für kombinierten Güterverkehr mbH, Frankfurt am Main Deutsche Umschlaggesellschaft Schiene-Straße mbH (DUSS), Bodenheim Europe Intermodal Ltd. Şti., Istanbul
Hupac SA, Chiasso
Kombi-Terminal Ludwigshafen GmbH (KTL), Ludwigshafen
Kombiverkehr Intermodal Services AG, Basel
Neuss-Hessentor Multimodal GmbH, Neuss
Rostock Trimodal GmbH, Rostock
60 APPENDIX
61
IMPRINT
PUBLISHER
Kombiverkehr Deutsche Gesellschaft für
kombinierten Güterverkehr mbH & Co. KG
CONCEPT DESIGN & REALISATION
Zarina Gomes · Lena Heimerdinger
Katrin Pohlmann · Jan Weiser (responsible)
EDITORIAL
Christoph Büchner · Rainer Mertel (responsible)
Erika Müller
LAYOUT
Mainteam Bild · Text · Kommunikation GmbH
Goldbacher Straße 14, 63739 Aschaffenburg
Zündung GmbH
Hanauer Landstraße 139, 60314 Frankfurt am Main
PRINTING
Schleunungdruck GmbH
Eltertstraße 27, 97828 Marktheidenfeld
PICTURE CREDITS
Markus Engel, Butzbach (p. 25) · ETM Verlags- und Veranstaltungs-GmbH, Stuttgart (p. 27) · Markus Heimbach, Hamburg (cover, p. 8, p. 15, p. 16, p. 23, p. 24, p. 32, p. 36, p. 37, p. 39, p. 42, p. 44, p. 46, p. 48, p. 54) ·
Kombiverkehr GmbH & Co. KG, Frankfurt am Main (p. 21, p. 22, p. 28, p. 30, p. 35, p. 41) · Günther Pichler, Munich (p. 41) · RBH Logistics GmbH, Gladbeck (p. 27, p. 28) · Dietrich vom Berge, Oberursel / Ts (p. 4)
Lanfer Transporte
Chemikalien + Mineralöltransporte
IMPRESSUM
62 IMPRINT
ZAHLEN, DATEN,
NATIONAL
AND INTERNATIONAL
FAKTEN
TRANSPORT
NARVIK
KIRUNA
FAUSKE
BODØ
KEMI
LULEÅ
OULU
MO I RANA
UMEÅ
KIEL
TRONDHEIM
SUNDSVALL
LÜBECK
ROSTOCK
VYBORG
KOTKA
SANDARNE
HAMBURG
GÄVLE
TURKU
BERGEN
DÖRPEN
ESKILSTUNA
OSLO
STOCKHOLM
KATRINEHOLM
BREMEN
ST. PETERSBURG
HELSINKI
HANKO
TALLINN
PALDISKI
STAVANGER
KRISTIANSAND
VENTSPILS
GÖTEBORG
RIGA
RØNLAND
KLAIPEDA
HELSINGBORG
TAULOV
MARL
DUISBURG
NEUSS
MALMÖ
HØJE TAASTRUP
TRELLEBORG
KALININGRAD
SCHKOPAU
KIEL
LEIPZIG
WUPPERTAL
POZNAN
BREMEN
ROTTERDAM
HERNE
DUISBURG
ANTWERPEN
GELEEN NEUSS
KUTNO
HANNOVER
BAD BENTHEIM
FRANKFURT
ROSTOCK
HAMBURG
DÖRPEN
COEVORDEN
KÖLN
LÜBECK
MARL
SCHKOPAU
DORTMUND
WUPPERTAL
KATY WROCLAWSKIE
SCHWARZHEIDE
LEIPZIG
DABROWA GORNICZA
KÖLN
FRANKFURT
OSTRAVA
PREROV
LOVOSICE
LUDWIGSHAFEN
DILLINGEN
LUDWIGSHAFEN
BRNO
HANISKA
CIERNA NAD TISOU
NÜRNBERG
KARLSRUHE
BRATISLAVA
MÜNCHEN
WIEN
WELS
BUDAPEST
BASEL
KARLSRUHE
KORNWESTHEIM
AARAU
STUTTGART
LYON
VISP
TRENTO
TRIESTE
LJUBLJANA
ZAGREB
NOVI SAD
SEGRATE
KOPER
BUSTO
NOVARA
RIJEKA
VERONA VENEDIG
MILANO
PIACENZA
ULM
MÜNCHEN
SARAJEVO
BAYONNE
VIGO
BEOGRAD
SPLIT
IRUN
HAYDARPASA
PENDIK
BASEL
PORTO
SKOPJE
POMEZIA
ZARAGOZA
CONSTANTI
LISBOA
BARI
BARCELONA
NAPOLI
MADRID
MERSIN
VALENCIA
Kombiverkehr direct train service
CESME
Antenna service with partner company
Ferry service with Kombiverkehr or
forwarding by other company
LAVRIO
CÓRDOBA
SEVILLA
SAN ROQUE
MURCIA
Kombiverkehr Deutsche Gesellschaft für
kombinierten Güterverkehr mbH & Co. KG
P.O. Box 70 06 64
60556 Frankfurt am Main
Zum Laurenburger Hof 76
60594 Frankfurt am Main
Phone +49 69 / 7 95 05-0
[email protected]
www.kombiverkehr.com