Liner industry frustration as India demands millions in taxes
Foreign-flagged container shipping lines facing the heat from Indian tax authorities have been lobbying the ...
© Khunaspix Dreamstime.
Maersk has announced that the Inland Services division of its terminal operating subsidiary, APM Terminals, will be integrated into Maersk Logistics & Service from August.
The transfer is part of the restructuring of Maersk’s container logistics operations.
The Inland Services portfolio is a network of of 36 inland terminals in more than 100 locations around the globe that also offer shippers and forwarders services such as container stuffing and unstuffing.
The division was formally launched on the sidelines of the TPM 2018 conference in Long Beach, part of APM Terminals’ quest to become a “port service integrator”, but this strategy was abandoned later that year, when Maersk decided to radically reorganise the entire group.
“APM Terminals can fully focus on becoming a world-class port operator, while Maersk, with the integration of Inland Services, will continue to focus on ocean transportation as well as logistics and services product development and delivery,” said Søren Toft, chief operating officer AP Møller-Maersk.
“Customers will have a seamless access to a wider range of logistics and services offerings. It puts Maersk in an even better position to differentiate its offering and scale the Logistics & Services portfolio to an even broader customer base.”
The group said that APMT would continue to serve shipping line and landside customers with “services on and around the port premises” and continue collaborating with Maersk for customers looking for end-to-end solutions.
“The even closer collaboration enables both APM Terminals and Maersk to reduce complexity and eliminate service overlaps, so that both brands can focus on their core strengths and provide greater value and a better experience to customers,” said APMT CEO Morten Engelstoft.
For shipping lines, Inland Services offers depot, container equipment maintenance and repair and transportation, and for landside customers it offers help integrating supply chains locally through services such as transport solutions, CFS and warehouse, depots and temperature-controlled handling and storage environments.
The announcement also follows the recent hire of former executive vice president of freight forwarding at Geodis, Kim Pedersen this month as global head of business development. The Loadstar Premium will be reporting market reaction to Mr Pedersen’s move tomorrow.
Comment on this article
gunther ginckels
May 16, 2019 at 7:24 pmBack to the Future !! It feels SO GOOD to see Maersk returning to the visionary and innovative strategy implemented by Flemming Jacobs in 1990 and initiated by yours truly by letting the Line take control over synchromodal operations by creating Maersk Intermodal Europe – MIE in Antwerp under the Maersk Group Services umbrella. Inland Navigation services and ERS – European Rail Shuttle and later ERS Railways moving over 70 dedicated Maersk trains per week to all corners of the European continent.
Was it a smart move after the Sealand acquisition to set-up a separate business unit for Terminals? Yes as transparency over terminal operations was close to non-existing. Was the next move by creating APM Terminals as independent Terminal Operating Company the right decision? Maybe as it surely optimised asset utilisation on Terminals by also accepting other container carriers. Was transferring “Inland Services” from the operation centres to APM Terminals a good move? Absolutely not. They had no clue what to do with it, they wanted to only focus on their so-called “core business” and started selling-off all these land-based activities. Sell ERS Railways, sell inland terminals such as Neuss, sell trucking companies etc… And now back to the future.
Yet one can wonder why in this direction and not using the Terminals as spider in the web. There is one straight line between one port and another port and today the Big-5 can hardly differentiate on the ocean product which is why they slot-swap and operate in VCA’s. Terminals are expensive assets and need to be able to minimise their CAPEX in order to optimise the product they treat. Why have Terminals not developed in inland gate and storage facilities – so called “extended gate” and take control over their “stacking area’s” on inland facilities. Why did terminals not enter into synchromodal product development offering their customers optimised flows neutralising the 22,000 TEU nightmares. Is this again a missed opportunity for the Terminals to secure customer bonding? Time will tell and see you on the next move.
http://www.seasc4u.com/a-p-moller-maersk-to-accelerate-growth-in-logistics-services-through-further-integration/