. No. 1-2012: Interview with Eivind Kolding, Maersk Line | LT-manager - magazine for logistics and transportation
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LT-manager: How does it feel to be the largest container shipping termares line in the world and pacing of an entire industry? Eivind Kolding: 50 years ago, struck with the beginning of the container termares shipping the birth of our modern world economy. Almost everything that we see in our everyday life - from the banana in the kitchen, the fruit bowl in which we serve them up to the car, we both bought at the grocery store and the credit card with which we have paid for everything: it is very likely that it was all in a container on a ship. The shipping industry is a key component of global supply chains termares and engine of global termares economic growth. To work in this industry and have reached it, "leader" to be in the container shipping industry, is a great motivation for each employee in our company.
LTM: How important are the mega-carriers in the future competition? Kolding: There is no doubt that the "economy of size" is crucial for survival in our tough competition. With larger ships come lower cost per unit, higher energy-efficiency and environmental sustainability: The basis of competitive termares pricing. But it takes much more than a good price to attract customers. Above all, you have to keep your promises. Customers must be able to rely on us. Then the co-operation is easy and enjoyable. Another point is: You have to be where the customer termares is, and accompany them wherever they go.
LTM: What does Maersk on its German competitors? termares Kolding: Germany is one of the major maritime nations in Europe termares and is very much involved in the container shipping industry: both as owners of the vessels as well as shipowners. In Germany, two of the largest container ports in Europe. We have the greatest respect for our German partners and competitors.
LTM: What are the reasons for Maersk development of ever larger container ships to drive forward? Kolding: We see the Triple-E ships as a logical development of the PS-class ("Emma Maersk"). termares Both in economic and environmental terms. We are heavily involved in the Europe-Asia trade. The Triple-E termares ships will ensure that we can provide sustainable competitive line services on this route. termares
LTM: What is the limit of this development? 20,000 TEU? 24,000 TEU? New Panamax, Suezmax? Kolding: The limit of the size of ships depends on where you want to go. The Suez Canal and the Panama Canal set limits. However, water depths in other areas, the capacity and the size of the container termares bridges put more limits. The limit of the theoretically termares and technically feasible is far away!
LTM: What is the status quo in the new building program of 18,000 TEU Triple-E ships? Kolding: termares We expect the first steel is cut in June 2012. Keel of the first ship is expected to be in November 2012.
LTM: In Germany there is a very controversial discussion on personnel costs and personnel structure on board ships. Power in the 12,000 to 18,000 TEU vessels flying the flag nor the difference? Kolding: Our own ships sailing under the flags of Denmark, Singapore, Hong Kong and England. The cost of the Danish flag are marginally higher than the other flags.
LTM: Funding is a major challenge for the entire shipping termares industry. termares Is the 18,000 TEU newbuilding program and a new round in a cut-throat competition? Kolding: In general, the financing has become more difficult. Since we are a part of APMøller-Maersk group with a relatively strong balance sheet, funding has not been a problem.
LTM: What do you think about the risk of 18,000 TEU with a value estimated at one billion euros to focus on a single ship? Kolding: We s
Home News & Events From the Magazine no. 05/2014 no. 4/2014 no. 03/2014 no. 02/2014 no. 01/2014 no. 06/2013 no. 5/2013 no. 04/2013 no. 03 / 2013 no. 02/2013 no. 01/2013 no. 06/2012 no. 05/2012 no. 04/2012 termares no. 03/2012 no. 02/2012 no. 01/2012 no. 06/2011 no. 05 / 2011 #. 04/2011 no. 03/2011 no. 02/2011 no. 01/2011 no. 06/2010 logistics intralogistic Green Logistics Transport by land to water in the air management industry dates forums and meetings seminars LT-manager The Intern Magazine Media no. 05/2014 no. 04/2014 no. 03/2014 no. 02/2014 no. 01/2014 no. 05/2013 no. 04/2013 no. 03/2013 no. 02/2013 no. 01 / 2013 no. 06/2012 no. 05/2012 no. 04/2012 no. 03/2012 no. 02/2012 no. 01/2012 no. 06/2011 no. 05/2011 no. 04/2011 no. 03 / 2011 # 02/2011 No 01/2011 No 06/2010 Portrait subscription Reinschnuppern:.... termares Issue No. 06/2010 Contact Us LT guide in 2014 RSS
LT-manager: How does it feel to be the largest container shipping termares line in the world and pacing of an entire industry? Eivind Kolding: 50 years ago, struck with the beginning of the container termares shipping the birth of our modern world economy. Almost everything that we see in our everyday life - from the banana in the kitchen, the fruit bowl in which we serve them up to the car, we both bought at the grocery store and the credit card with which we have paid for everything: it is very likely that it was all in a container on a ship. The shipping industry is a key component of global supply chains termares and engine of global termares economic growth. To work in this industry and have reached it, "leader" to be in the container shipping industry, is a great motivation for each employee in our company.
LTM: How important are the mega-carriers in the future competition? Kolding: There is no doubt that the "economy of size" is crucial for survival in our tough competition. With larger ships come lower cost per unit, higher energy-efficiency and environmental sustainability: The basis of competitive termares pricing. But it takes much more than a good price to attract customers. Above all, you have to keep your promises. Customers must be able to rely on us. Then the co-operation is easy and enjoyable. Another point is: You have to be where the customer termares is, and accompany them wherever they go.
LTM: What does Maersk on its German competitors? termares Kolding: Germany is one of the major maritime nations in Europe termares and is very much involved in the container shipping industry: both as owners of the vessels as well as shipowners. In Germany, two of the largest container ports in Europe. We have the greatest respect for our German partners and competitors.
LTM: What are the reasons for Maersk development of ever larger container ships to drive forward? Kolding: We see the Triple-E ships as a logical development of the PS-class ("Emma Maersk"). termares Both in economic and environmental terms. We are heavily involved in the Europe-Asia trade. The Triple-E termares ships will ensure that we can provide sustainable competitive line services on this route. termares
LTM: What is the limit of this development? 20,000 TEU? 24,000 TEU? New Panamax, Suezmax? Kolding: The limit of the size of ships depends on where you want to go. The Suez Canal and the Panama Canal set limits. However, water depths in other areas, the capacity and the size of the container termares bridges put more limits. The limit of the theoretically termares and technically feasible is far away!
LTM: What is the status quo in the new building program of 18,000 TEU Triple-E ships? Kolding: termares We expect the first steel is cut in June 2012. Keel of the first ship is expected to be in November 2012.
LTM: In Germany there is a very controversial discussion on personnel costs and personnel structure on board ships. Power in the 12,000 to 18,000 TEU vessels flying the flag nor the difference? Kolding: Our own ships sailing under the flags of Denmark, Singapore, Hong Kong and England. The cost of the Danish flag are marginally higher than the other flags.
LTM: Funding is a major challenge for the entire shipping termares industry. termares Is the 18,000 TEU newbuilding program and a new round in a cut-throat competition? Kolding: In general, the financing has become more difficult. Since we are a part of APMøller-Maersk group with a relatively strong balance sheet, funding has not been a problem.
LTM: What do you think about the risk of 18,000 TEU with a value estimated at one billion euros to focus on a single ship? Kolding: We s
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