Mann Lines invests in Turku

Preparing is the key in oil spill response

Finnish steel is exported around the world via Turku

EditorialMoving on through co-operation 3

Hectic hours in the Port 4

ON THE COVER:Mann Lines invests in Turku 6

Better services in the Port 9

Deltamarin shows the way to the ships of the future 10

From cars to plastic granules 12

ON THE COVER: Preparing is the key in oil spill response 14

Through the PortFavourite herring arrives in Finland via Turku 16

ON THE COVER:Finnish steel is exported around the world via Turku 18

Kirsti Tarnanen-Sariola's columnWhat is the cost of safety? 20

Port goes international - Fairs in 2015 21

Port employee: The customs, at the heels of criminals 22

AboArd 1/2015

SSAB’s large steel products have been loaded weekly on Baltic Line’s vessels in the Port of Turku.

18

In addition to the new vessel chartered to Mann Lines as of the beginning of 2015, Mann Lines acts as the sales agent of Stena Line’s whole route network in Finland.

6

16Last year, Orkla imported around half a million net tonnes of herring to Finland.

Aboard 1/2015The Port of Turku Magazine

Publisher: Port of Turku Ltd • Address: Juhana Herttuan puistokatu 21, 20100 Turku, Finland • www.portofturku.fiEditor-in-chief: Managing Director Christian Ramberg e-mail: christian.ramberg@portofturku.fi

Sub-editor: Marjo Ekman e-mail: marjo.ekman@portofturku.fi • Layout: Aija KallioCover Picture: Markku Koivumäki • Printing: Finepress Oy Edition: 1500 pcs

Change of address: markkinointi.satama@portofturku.fiISSN 2323-251X

3

2014 was the Port of Turku’s second financial year as a private enterprise. The year was characterised by the continuing economic recession in Finland and the EU. Despite the general economic slump the figures of the Port of Turku Ltd were at the level of the previous year. That is mainly due to the growth of exports which has been going on for two years, our enhanced operations, and active co-operation with our partner network.

The growth of exports was most significantly supported by the development of liner traffic to Scandinavia and Germany. Baltic Line introduced a second vessel on its Norwegian route, which allows for weekly departures from Turku. At the same time the shipping company added a new port of call in Poland, and the route also stops in Denmark. Thanks to the strategic co-operation initiated between Mann Lines and Stena Line, the Port of Turku can now offer better services for transports to and from Central Europe, too. There are three weekly departures to Germany and the destination ports include, for example, Travemünde and Bremerhaven.

In order to further strengthen competitiveness, the Port of Turku reworked its business strategy. According to the strategy, the Port will focus increa-singly on services that support transports of processed goods as well as passenger traffic. For example, the Port’s crane capacity will be increased in the near future so that the Port’s own cranes can lift cargo units that weigh more than a hundred tonnes.

The Port of Turku has applied together with other Finnish ports in the core network and the Port of Stockholm for the EU’s partial funding for

developing the sea connection between Finland and Sweden. One of the project applications focuses on the ports’ environmental services, such as LNG, shore-side electricity, and reception of waste water. The application is co-ordinated by the Port of Turku and the other participants are the ports of Stockholm, Naantali and HaminaKotka, as well as Viking Line Abp and Skangass Oy. Relating thereto, the Port of Turku and Skangass have signed a letter of intent on the building of a new type of LNG terminal and are prepared to start the work as soon as the EU gives a decision on the subsidy.

The Port of Turku has increased co-operation with other ports and logistics industry players. We participate actively in international fairs and spread information about all port services together with our partners. You’re welcome to come and meet us and our partners at the Transport Logistic exhibition in Munich from 5–8 May 2015.

Christian Ramberg Managing Director

Moving on through co-operation

4 Port of Turku

Hectic hours in the Port

TExT: SiNi SilVáN PHOTOS: RObERT SEgER

For Mv Link Star the Port of Turku is like coming home. “There are no big differences between ports”, Captain Joachim Gripenberg says. “People just talk different languages. Turku is nevertheless Link Star’s main port where we call once every two weeks.”

5

Captain Joachim Gripenberg has pilotage competence for the route bet-ween Turku and Utö, so the vessel is not dependent on pilotage schedules.

There is time for servicing while the ship is moored. Chief Engineer Jukka Harju and First Engineer Joonas Honkanen adjust the fuel feed.

Link Star usually stays in the Port of Turku for three work shifts, or 36 hours. This time the ship arrived in the morning and will depart already in the same evening. There are many external and uncontrollable factors that affect the timetable of a cargo vessel: the weather, ice conditions, weekends, holidays, and AGW –all going well!

“The day is filled with action also in the port”, Joachim gripenberg says.

Owned by Godby Shipping Oy Ab, mv Link Star sails under the Finnish flag and has been contracted by the Norwegian company Nor Lines for traffic operated by agent Baltic Line on the Baltic Sea and the North Sea.

Port personnel plays an important role

Arrival in the port requires some paperwork. Crew lists, information about the last port calls, customs lists and documents related to the cargo have to be submitted and the times of ar-rival and departure have to be estimated. The ship’s port agent, Baltic Line Finland Oy, takes care of the documentation related to the ship and the cargo, most of which is nowadays done electronically directly into the databases of the

Customs, pilotage services, the Port and other authorities.

The ship carries products of chemical and mechanical forest industry, steel and iron, pa-per, machinery and equipment, as well as spe-cial vehicles. In addition, various project loads shipped on the deck employ both stevedores and crew members.

The crew is changed in Turku. Captain leif Sviberg gets to have time off and Joachim Grip-enberg takes the helm. The 10-man mixed crew consists of Finnish and Philippine seamen, and the First Mate comes from Saaremaa, Estonia.

The port call also employs a large number of staff of the Port, stevedore company and other service providers. The Port’s rope men are there at the arrival and departure of the ship, they are responsible for attaching and detaching the mooring ropes.

Port Control follows the movement of the ves-sel and secures both the passage of the vessel and the port structure. The forklift trucks and terminal tractors driven by the stevedores and the Port’s crane operators are needed to unload the containers and other goods swiftly from the ship and load it with new export goods. It is vital to take care of feeding the crew, too. Food has always been important on board. Provisions are supplied by ME Group as per the order of the cook steward.

The necessary spare parts are also purchased in the Port of Turku.

”We need a variety of things: paint, machine parts, nautical charts, office supplies and medi-cines for the ship pharmacy”, Captain Gripen-berg says.

The orders are sent while at sea, and for example the nautical charts come as a perma-

nent order to the agent’s office from where they are taken to the ship. Other arrangements are also made with the agent and future trips are planned. Finnish Seamen’s Service (FSS) sup-plies entertainment: DVD films and magazines for the crew.

Action never stops

Captain Gripenberg contacts Port Control by telephone.

“Shift at half past two”, he announces. It means that the berth will be changed. The Port tells the captain that the rope men are already on their way.

While Captain Gripenberg is working on the bridge, Chief Engineer Jukka Harju and First En-gineer Joonas Honkanen’s workplace is several floors lower, in the ship’s engine room. This time they are adjusting the fuel feed. Soon the ship will be bunkered, they will take 80 tonnes, or around 90 cubic metres of marine diesel into the 300-tonne tank.

“We take fuel every second week. Bunkering is easy in Turku. Alternatively it can be done from a barge in the roadstead e.g. in Gothenburg, but in Turku it takes place at the same time with the other port functions. The ship’s waste manage-ment is also done in Turku; regular household waste is taken to the Port’s waste collection point and the sludge is collected by the Port’s subcontractor which will forward it to appropri-ate purification.”

After a busy day in the port, Link Star starts the engines in the evening and takes the course to the next port where unloading or loading awaits: 24 hours a day, 365 days a year, there are no holidays at sea. •

6 Port of Turku

Mann Lines invests in Turku

TExT: KallE KiRSTilä PHOTOS: RObERT SEgER

7

Mann Lines introduced more capacity on its Turku route at the beginning of the year. Now its ro-ro connection Harwich–Cuxhaven–Paldiski–Turku–Bremerhaven is operated by Stena Foreteller. The new vessel is part of broader co-operation with Stena Line, as a result of which a fast sea connection was opened from Turku to Rotterdam at the beginning of the year.

The co-operation between Mann Lines and Stena Line leans on three legs. In addition to the new vessel chartered to Mann Lines as of the beginning of 2015, Mann Lines acts as the sales agent of Stena Line’s whole route network in Finland. Fixed space is in turn reserved for Stena Line on Mann Lines’ routes.

“We are seeking synergy with Stena Line’s existing routes. They have a broad route network in Europe and we want to integrate our trans-ports into theirs”, says Timo Helanto, Managing Director of Mann Lines.

Customers benefit from the co-operation

Opening of a fast connection from Finland to Rotterdam is a first concrete example of the benefits of co-operation to the customers of Mann Lines.

“We are able to provide the same speed as a direct connection would. The ship departs from Turku on Friday and the load will be in Rotterdam already on Tuesday morning. From there the road is open to all of Europe and the rest of the world, as one of the world’s leading ports offers huge potential to our customers”, Mr Helanto rejoices.

Furthermore, the connection has a smaller carbon footprint compared with going to Ger-

Timo Helanto, Managing Director of Mann Lines Oy, believes that ports still act as economic indicators. “We know what’s going on about three months before the first story on the subject is published in Kauppalehti. We’re clearly moving towards better times compared with last autumn.”

Mann Lines invests in Turku

TExT: KallE KiRSTilä PHOTOS: RObERT SEgER

8 Port of Turku

many by ship and continuing by road to the Benelux countries. For international customers Mann Lines can, for example, offer a good and competitive rail connection to the “Stan coun-tries” from the Port of Paldiski in Estonia.

“We expect a great deal from this co-oper-ation and we believe that it will grow deeper, because it benefits the current customers and potential new ones of both companies. The agreement will increase the traffic volumes of both companies”, Mr Helanto says.

Exports are already going strong

Exports are livelier than expected, but imports are still low, Mr Helanto says about the present state of Finnish trade from the point of view of cargo transports.

“Unfortunately the situation reflects directly the cautious investments of Finnish companies at the moment.”

According to Mr Helanto, steel for construc-tion projects is one of the important product

groups for Mann Lines whose import volumes are currently very low.

“From the point of view of trade balance, you could see it as a positive thing, but it would be best for the national economy if export and im-port were in balance.”

According to Mr Helanto, exports from Finland to outside Europe are doing better than you might think on the basis of the reports in the media.

“Our growth has come from overseas exports where we act as a feeder company.”

In engineering workshop industry, for example, exports are at a fairly good level, con-sidering the circum-stances. The situation in Europe continues to be difficult.

“Companies are under pressure to interna-tionalise, because the bigger the market, the

smaller the risk if one market area slows down.”

Weak euro is another risk

Mr Helanto reminds that the current weak euro benefits part of the export industries, but only up to a point.

“Expensive dollar will quickly start to eat up the advantages gained, for example, from the

decrease in fuel price.”

The falling fuel price has been an important factor in adapting to the costs caused by switching to low-sulphur fuel required by the Sul-phur Directive that entered into force at the beginning of the

year. There has been no need to raise the freight prices.

“Without it the situation would be much trickier”, Mr Helanto says.

Nevertheless he believes that we are going in a better direction.

“We have positive expectations, although not all figures look like that yet. Anyway the situation is better than it was six months ago. Industry-specific differences are of course significant, and in exports to outside the EU the problems were never as big as in Europe.”

World politics makes an impact

Europe has a difficult year behind it. Imports have been impacted by many issues which no-body was able to foresee; the crisis in Ukraine, Russia’s continuing recession and the export restrictions set by Europe, as well as the con-tinuing economic crisis in Greece.

Regarding Mann Lines, the EU’s export sanctions have reduced the volume of goods transported to Russia via the Port of Paldiski in Estonia.

“It was mainly mining industry equipment which is now covered by the EU’s export sanc-tions.”

Mr Helanto admits that there is currently un-used capacity in imports.

“Nevertheless we want to be active now, so that we can offer our customers a strong and well-rehearsed concept, when growth will pick up again.” •

”We expect a great deal from this co-operation and we believe that it will grow deeper, because it benefits the current cus-tomers and potential new ones of both companies.

M/s Foreteller departs from Turku to Harwich on Friday. The cargo can reach e.g. Rotterdam, one of the world’s leading ports, on Tuesday morning. In practice, the speed equals a direct route, and has a smaller carbon footprint compared with transporting the goods by sea to Germany and then by road to the Benelux countries.

9

Jarmo Koskinen, Director of Cargo Traffic in the Port of Turku, is happy about the new scheduled routes and be-lieves that co-operation, flexible services and speed will continue to be the advantages of the Port of Turku.

Better services in the portTExT: KallE KiRSTilä PHOTO: RObERT SEgER

”This is something that we’ve been waiting for a long time, as we haven’t had a connection in the direction of Rotterdam and Antwerp for nearly 10 years”, Mr Koskinen says about the added capacity brought by m/s Foreteller and the fast connection to Rotterdam enabled by the co-operation between Mann Lines and Stena Line.

“This is a welcome addition to our range of services and provides new options for trailer transports. In the long term, we hope of course to see more new routes, and I believe that this will bear fruit within a year or two”, Mr Koskinen says.

The Norwegian shipping company Baltic Line, which operates a scheduled connection from Turku to several ports in Norway, introduced a larger vessel on the route last year.

“We can talk about a whole new route, as it now also includes Denmark and Poland.”

Steady volume in Scandinavian traffic

The imbalance between export and import is not particularly pronounced in the Port of Turku’s operations, as the emphasis lies in Scandinavian traffic in which trade cycle fluctuation is smaller.

“The situation is more balanced, because the transports mainly comprise general cargo and not, for example, paper or steel which are strongly affected by the trade cycles. There are of course many spare part warehouses in Southern Sweden and Denmark, and when con-sumption decreases, so does the need for spare parts.”

In 2014, the Port of Turku achieved a moder-ate growth of 1.9% despite the recession. Mr

Koskinen believes that it will take a couple of more years before the growth picks up properly.

“It’s interesting to see how the reces-sion has affected the flow of goods. The fate of truck transports in particular re-mains open. The Port of Turku focuses on ferries that carry trucks and we are number one in Scandinavian traffic in Finland. In unit load traffic to and from the European mainland we aim to be among the three biggest Finnish ports.”

Fierce competition continues

According to Mr Koskinen, the competi-tion between ports is intense, and natu-ral concentration will continue. In the Port of Turku’s updated strategy, which was published last year, the passenger traffic and cargo transports are divided into separate profit centres.

“We need to keep in mind, how-ever, that more than half of the cargo transports through the Port of Turku is carried on Turku–Stockholm passenger ferries, which makes them extremely important cargo carriers.”

Mr Koskinen says that one of the Port of Turku’s strengths in the competition is a diverse customer base. In Turku, even significant cus-tomers are fairly small, because there is not, for example, a paper mill in the region that would ship half a million tonnes of one product.

“We have to compile the transports from small batches. In practice it means that we aim to provide as extensive services as possible; we want to offer better and faster services than

our competitors. We are active on the quay, but together with our partners we can also offer extensive warehouse capacity with added value services. The Port itself owns more warehouses than any other Finnish port.” •

Jarmo Koskinen, Director of Cargo Traffic in the Port of Turku, says that Turku wants to remain Finland’s number one truck ferry port for Scandinavian traffic and among the three biggest for transports to and from the European mainland.

10 Port of Turku

Deltamarin shows the way to the ships of the futureTExT: KaRi aHONEN PHOTOS: MaRKKu KOiVuMäKi, DElTaMaRiN OY

Based in Turku, Deltamarin Ltd is a world-class marine techno-logy expert with roots in the local shipyard industry. During its 25 years of operation, Deltamarin has gained a strong position as a designing partner of shipbuilding and offshore industries around the world.

Over the years the company has designed and developed a large number of different types of vessels ranging from the world’s biggest cruise liners to various cargo and special-purpose vessels. In the offshore industry, Deltamarin specialises in oil industry vessels for harsh con-ditions.

Lifecycle thinking guides the ship design

Today, Deltamarin’s designers are already think-ing about the marine technology solutions of the future. The customers’ expectations and soci-ety’s demands have changed, which also affects Deltamarin’s operations.

”The designing of new ships starts with lifecycle thinking that covers the vessel’s whole useful life-time. It means that the energy-efficiency, environmental soundness and safety aspects of vessels guide the designing as much as the construction costs. Regarding cargo ships, for example, important aspects include the light weight of the hull and maximum cargo space, which are achieved through optimised structures. As for energy-efficiency, the shape of the hull is also important. A well-designed hull reduces the hydrodynamic drag and fuel

consumption”, says Mika laurilehto, Managing Director of Deltamarin Ltd.

Visions of environmentally friendlier sea traffic

In addition to improving the currently used solu-tions, the company envisions completely new innovations. Most of them are related to the introduction of alternative sources of power and energy-saving solutions.

”Good examples of the future possibilities include different auxiliary wind power systems and hybrid solutions. Shipping company Bore is at present experimenting with rotor sails on the North Sea, and we are studying the applicabil-ity of electrically powered ferries for use in the archipelago traffic. Part of the energy needed by the vessels could also be produced with solar panels”, Mr Laurilehto believes.

Load handling solutions affect the infrastructure of ports

Cost-efficient operating requires that the ves-sels run with less fuel and a smaller crew, which means increasing the automation in ships. At

the same time, the port time of vessels should be shortened; that goal is aimed at through co-operation with partners specialising in the manufacture of load handling solutions. It is be-ing studied within the industry whether there are other ways to load and unload cargo to and from ships except for the methods currently in use.

”Co-operation with the ports should also be increased in order to speed up and facilitate load handling. Solutions for vessel technology alone are not enough, however, but the whole chain from the ship to the quay and further needs to be taken into account in the designing. In practice, the introduction of new methods does not hap-pen instantly, because major technology solu-tions in the port and load handling infrastructure take a lot of time.”

New services are based on customers’ needs

In late 2014, Deltamarin expanded its services from design and consultation to construction services, for which the company founded the subsidiary Deltamarin Floating Construction Ltd. The company’s turnkey delivery including de-sign, purchases and construction combines the equipment and services into an overall package,

11

Deltamarin shows the way to the ships of the futureTExT: KaRi aHONEN PHOTOS: MaRKKu KOiVuMäKi, DElTaMaRiN OY

”The shift of traffic flows to Asia affects the designing of both cargo and passenger ships. In cruise travel, for example, the Asians have diffe-rent expectations compared to Western tourists, so knowing the market is a requirement for suc-cessful design”, says Mika Laurilehto, Managing Director of Deltamarin Ltd.

Around 70% of Deltamarin’s turnover comes from Asia, mainly China. The majority of the vessels built on Chinese shipyards are traditional bulk cargo carriers in which Deltamarin uses its experience and solutions created in the designing of more advanced vessels.

which makes it easier for the shipping company to manage projects.

”All projects are based on the customer’s needs and we use the best technology, partners and practices in them. The implementation can take place in any part of the world. Our new business operations also include the supply of sulphur scrubbers. The scrubbers are manufac-tured by DeltaLangh Ltd, founded together with shipping company Langh Ship, and the installa-tions are carried out by Deltamarin Floating Con-struction Ltd. The first installations have already been done and the scrubbers have been found to work as planned”, assures Mika Laurilehto, Managing Director of Deltamarin Ltd. •

12 Port of Turku

More than 50 years in operation, Turku Free Zone Company is much more than just a storage area for imported cars. The company now focuses on broad overall storage solutions and added value services.

From cars to plastic granules TExT: KallE KiRSTilä PHOTOS: RObERT SEgER

13

The colour trends can be seen in the imported cars: white is coming, red is now out.

Stefan Lindström believes firmly in the future of Turku Free Zone Company.“We are ready to invest in new buil-dings either this or the next year. There is plenty of space, we have 28 hectares of land area, of which 30,000 m2 has been built.”

Plastic granules used as raw material in plastic industry come from Germany and pass through Turku Free Zone Com-pany on their way to e.g. the Oras faucet factory in Rauma.

On a windswept storage field for cars, Stefan lindström, Managing Director of Turku Free Zone Company, says that here the reporter can check out the latest colour trends of cars in Fin-land. On the basis of the importers’ stock the popularity of white continues, red is totally out, and metal blue seems to be emerging.

Finnish car sales have been fairly quiet re-cently. The transit sales of cars going to Russia withered already in 2009. Nevertheless, Turku Free Zone Company is doing well and the opera-tions are growing.

“The sales figures of new cars have been low for years and it’s inevitably visible here, too. Yet our goods volume increased by 10 per cent last year”, Mr Lindström says.

The growth now comes from warehousing.“Companies are cautious and you can see

that. They don’t want to invest in their own in-frastructure but use subcontractors. That has generated more business for us.”

According to Mr Lindström, many companies need to cut down their salary and premises costs and outsource their services.

“Companies ask us about more and more comprehensive solutions.”

Carpets to the Meyer shipyard

One of Turku Free Zone Company’s customers is the German company Meyer’s Turku shipyard.

“The shipyard has its own warehouse here, where we handle goods, such as interior deco-rations and kitchen equipment. In addition, we have warehouses of many subcontractors that pre-process their products. For example, all wall-to-wall carpets installed on ships are cut to size here.”

The Free Zone Company also houses e.g. the shipyard subcontractors’ mock-ups, or exhibi-tion spaces which are visited by customers from all over the world. Most of the goods arrive in Turku Free Zone Company through Central Eu-rope, often Germany. One important German product since the 1980s has been the raw mate-rial for plastic products.

“Of course, a lot of goods from outside the EU also come to us via Germany.”

Increase in added value services

According to Mr Lindström, Turku Free Zone Company’s advantages are nimbleness, willing-

ness to serve and swiftness.“We have temperature-regulated warehouses

for all classes. We have invested a great deal in the food and alcohol products which are mostly unaffected by trade cycles. We also try to offer the best possible setting and fast solutions for small importers.”

Mr Lindström says that different added value services are a growing business segment in warehousing.

“We want to be a third party logistics partner which is able to offer both services and storage space for imported goods. We can store and handle the products and manage the whole process.”

Mr Lindström believes that the import storage area for cars will continue to be an important part of the operations of Turku Free Zone Com-pany.

“The Port of Turku is very functional and ef-ficient in car imports. Our company is located in connection with the Port, so there is no need for expensive transfers, but the cars can get directly into a supervised area. In addition, we are able to offer all PDI (pre-delivery inspection) services related to import and servicing, i.e. arrival in-spections, repairs and adding equipment.” •

14 Port of Turku

Preparing is the key in oil spill response

TExT: SiNi SilVaN PHOTOS: RObERT SEgER

Oil is a tough enemy if it gets loose on the Baltic Sea. At the same time, oil is a vital requirement for vessel traffic. In practice, the biggest role in oil spill response in the Turku region is played by the Southwest Finland Emergency Services.

“The financing for oil spill response ac-tivities comes largely from the Finnish Oil Pol-lution Compensation Fund”, says Battalion Chief Reijo Salminen. The Fund collects its financing through the accumulated oil protection fees from the oil imported to Finland.

There is extensive equipment for oil spill re-sponse placed in different locations in the Archi-pelago Sea. The sooner the damage is detected and the oil can be absorbed or restricted, the better.

Oil spill response plans brought up to date

As a result of the new decree on oil spill re-sponse, the Southwest Finland Emergency Ser-vices and the Port of Turku are updating their oil spill response plans.

“The response plan for oil spill damages has to be drawn up for five years at a time”; Mr Salminen says.

The plan includes an estimate on the neces-

sary equipment and the standard of training. Fire Chief Jukka Marjunen says that the budget is 11.5 million euro for five years. Most of the funds will be spent on bringing the Emergency Services’ 60 different-sized vessels equipped for oil spill response up to date. The mainte-nance of oil containment booms and protective equipment also requires resources: steaming and dissolving are needed to remove the oil from the equipment. The Oil Pollution Compensation Fund also supports exercises.

The Port invests in training

Development Manager Markku alahäme is responsible for the maintenance of the Port of Turku’s quality, environment and safety systems as well as the updating of the oil spill response plan. Although the Port of Turku also has its own oil spill response equipment, the most important thing is training the personnel for co-operation with the Emergency Services.

“The Port of Turku’s oil spill response plan is part of our internal rescue plan. Now the training and oil spill response plan is developed through risk mapping, the old plan is complemented, and the equipment capacity is evaluated.”

The oil spill response plan fits in well with

Turku and Helsinki’s Baltic Sea challenge within which the Port of Turku has undertaken to act in the best interest of the Baltic Sea. Oily water in the dock would send the wrong kind of message.

Vessels are bunkered in the port, and in the oil harbour they are also loaded and unloaded. If and when connectors break down, there may suddenly be hundreds of litres of oil on the side of the ship, in the sea and on the wharf, and things get hectic.

Ruissalo’s sensitive nature next to the Port

It is quite unusual in Turku that the Port and oil harbour are located next to the unique nature conservation area of the Ruissalo island. The biggest risks lie in the large tanks of different oil companies, their filling, and the distribution of oil and other liquids. The Port also takes in the oil-containing bilge water and waste oil from vessels. When accidents happen, all means are taken into use:

”Sometimes we have to lift oily slush with an excavator to land, steam the ice off, and finally absorb the oil.”

”Equipment may have leaks or it may break down. Moreover, there is always the risk of hu-

The Port of Turku is revising its oil spill response plans. Oil spill respon-se activities are in line with the Baltic Sea challenge. The goal is to avoid the risks of oil spill accidents and react immediately to any damages.

15

In midwinter, the aluminium boats used in oil spill res-ponse are docked, but they can be launched within a few hours. The Port of Turku’s pilot cutter Pikisaari is always ready to go. On board Fire Chief Jukka Marjunen, Battalion Chief Reijo Salminen, and at the wheel senior fireman Raimo Leino.

The Port of Turku is located next to a unique nature conservation area, so they are very well aware of the environmental issues. Updating the oil spill response plan as part of the rescue plan is the responsibility of Development Manager Markku Alahäme.

man error when the wrong pump is left running”, Mr Salminen says.

”In theory, the biggest risk is if an oil tanker runs aground in shallows or collides with anoth-er vessel on Utö deep fairway which is in places only 120 metres wide. A huge amount of crude oil may end up in the sea. Crude oil includes all elements: ether, thinner, petrol and fuel oil. It’s highly staining and sticky.”

Finnish Environment Institute manages the situation

If a major accident occurs, the Finnish Environ-ment Institute will take responsibility for manag-ing the oil spill response activities. Because as much as 90% of the equipment purchases of different rescue departments have been funded

by the Oil Pollution Compensation Fund, their co-operation is always required.

”We have gone to work in Åland Islands and coastal areas in Porvoo and Rauma”, Mr Salm-inen says.

In case of an oil accident, the Emergency Ser-vices, Port of Turku, Border Guard and Defence Forces as well as private players work together. Aircraft of the Border Guard may also be used at the scene of the accident.

”We run positive co-operation with the Border Guard squadron. It’s often easier to see an oil

spill from the air than from the deck of a ship”, Mr Salminen says.

A control aircraft may take real-time pictures and collect samples. Comparison samples can be taken from ships on their way to the port, and vessels that have drained their bilge water into the sea will be caught on the basis of the composition of the emission.

“The Port of Turku traffic control is on duty 24/7 and there we get information about the ships on the move. I’m happy with our co-operation”, Reijo Salminen thanks. •

16 Port of Turku

Orkla Foods Finland’s Turku plant combines traditional han-diwork with modern automated production. The cutting of herring fillets, adding of juice and attaching of lids are done by machine, but each herring jar is filled by hand.

Favourite herring arrives in Finland via TurkuTExT: KaRi aHONEN PHOTOS: MaRKKu KOiVuMäKi, ORKla FOODS FiNlaND

Herrings start their way to Finnish tables

on the North Atlan-tic where the fishing season stretches from late autumn to February. Norwe-gian trawlers catch millions of tonnes of fish, of which a small

fraction is delivered to Finland to be processed

by Orkla Foods Finland.

”Our supplier acquires the fish from five differ-ent trawlers which head towards a plant located near Trondheim after lifting their catch. The her-rings lie in the hold of fishing vessels, in tanks refrigerated to zero degrees, which ensures that the fish will keep as fresh as possible. At the plant the catch is unloaded through a tube, and the fish is cleaned, filleted and salted or mari-

17

The Turku plant makes the favourite herrings of Finns. Their production, distribution and mar-keting involves e.g. Product Group Manager Lotten Lundén (right), Plant Manager Teija Paananen, Supervisor Tero Konstari, and Product Developer Timo Helenius. Around one hundred people work in herring production at different times during the year.

An FRC certified refrigerated truck carries the herring fillets safely from Trondheim to Stock-holm and then by sea to the Port of Turku. The frequent ferry traffic between Turku and Stockholm helps in the scheduling of transports.

nated”, Product Developer Timo Helenius, the ‘herring master’ at Orkla Foods describes the trip of the herrings to Finland.

Sea route plays a big role in the transport chain

From Norway, the herrings, packed in barrels, continue by Amestrans’ FRC certified truck to Stockholm and then by ferry to Turku. Last year, Orkla imported around half a million net tonnes of herring to Finland.

”The frequent ferry traffic between Stock-holm and Turku meets our needs and makes it easy to schedule the transports. The shipments come quickly from Trondheim to Turku and from the Port onward to our warehouse in Rymättylä. At -7 °C the warehouse is intended for long-time storage. From there herring is taken to the nearby warehouse at the Turku plant in batches required by the production”, says Tero Konstari, Supervisor of Material Management at the her-ring plant.

Careful handiwork using traditional recipes

The Turku region has long traditions as the capi-tal of Finnish herring industry. Pickled herring has been produced industrially since the 1930s,

and Ahti brand pickled herring has been packed in glass jars in Turku since 1948. One year later, the production of Vesta brand herring started in Turku Archipelago, and the first herring trawlers left Rymättylä for northern waters to fish around the same time.

”The Ahti and Vesta brand pickled herrings still form the core of the product range of Orkla Foods Finland. Ahti herring comes in eight dif-ferently flavoured juices, and Vesta herring in six. In addition, we make tinned Boy Baltic herring and vacuum-packed Boy herring fillets in Turku. As a speciality the Turku plant makes kosher certified herring which is also exported”, Plant Manager Teija Paananen says about the fish product range of Orkla Foods Finland at the Turku plant.

”All herring we use is selected Atlantic-Scandinavian herring of which we use the best fillet cuts in production. All herring bits are packed in glass jars by hand to ensure the high quality of the products. Thanks to packing by hand, our herring jars are ready to set on the table. The finishing touch comes from dif-ferent juices, most of which are still prepared according to old recipes. At request of today’s consumers we pay special attention to envi-ronmental issues. That’s why all herring used by Orkla Foods Finland is MSC certified”, Teija Paananen says.

New production lines diversify the supply

Last November, two new production lines were opened at Orkla Foods Finland’s Turku plant. Thanks to the large investment the pickled her-ring production at the Turku plant is diversified and ensures that the production will stay in Turku.

”The position of the Turku plant is also sup-ported by Finland’s unique pickled herring culture. It’s almost impossible to find herring products to match the Finnish taste anywhere else and they are not produced by Orkla outside Finland, either. We have the strongest herring brands on the market; Ahti Perhesilli has been the most popular pickled herring in Finland for a long time. There are many challenges, though; the most important ones are how to reach young consumer groups and increase the demand around the year. By highlighting the many ways to use herring we can encourage people to eat pickled herring at other times besides Christmas and Midsummer”, assures lotten lundén, Prod-uct Group Manager of Orkla Foods Finland. •

18 Port of Turku

Finnish steel is exported around the world via TurkuTExT: KaRi aHONEN PHOTOS: MaRKKu KOiVuMäKi

The Hämeenlinna steel mill got a new owner last year when the Swedish steel giant SSAB and the Finnish company Rau-taruukki merged. The merger resulted in a globally operating steel company whose Finn-ish plants in Hämeenlinna and Raahe are now part of SSAB Europe.

Exports of products manufactured at SSAB’s Hämeenlinna steel mill to the other Nordic countries via the Port of Turku also started last year. According to Seppo Tervonen, Logistics Director of SSAB Europe, the possibility to use regular liner traffic speaks for Turku as an export harbour. As the export volumes vary, scheduled routes are more cost-efficient than using char-tered vessels.

Port of Turku offers a good service package

”Logistics is one of the key factors for SSAB and other industrial companies operating in Fin-land. Our location gives a significant advantage to our competitors in Central Europe, which is why it’s important for us to keep the logistics costs down. The Port of Turku’s location and basic services combined with scheduled traffic connections constitute a feasible alternative for some of our shipments. The railway connection goes from the plant to quay, goods handling is efficient, and scheduled routes and their fre-quency cover part of our current needs”, says Logistics Director Seppo Tervonen.

”The delivery and transport chain of our Hä-meenlinna plant includes many players: State Railways VR, stevedore company, shipping company and the port. The coils are transported by rail from the plant to the port where they are loaded directly from the train to roll trail-ers, which speeds up the loading. We also have railway carriages equipped with special coil cradles which help in the handling of large and heavy steel coils during loading and unloading. We have a limited number of carriages available, which sets demands to the efficiency of load handling and intermediate storage capacity. The circulation speed of carriages is essential. We have to get them quickly from the port back to operation, because we use the same carriages in the feeder traffic to other ports, too.”

So far SSAB’s large steel products have been loaded weekly on Baltic Line’s vessels in the Port of Turku. The steel carried on the compa-ny’s weekly departures is destined to Denmark, in addition to which Baltic Line has transported shipments to Norway. The total volume of steel transported through the Port of Turku is con-siderably higher than that, though, because the Port is also used for spot shipments to Continen-

” Expanding steel exports call for more vessel capacity and departures.

19

Seppo Tervonen is happy with the services of the Port of Turku. The possibility to use the Port’s own cranes is one thing that helps to curb the costs.

SSAB’s partner in shipping is Baltic Line whose weekly scheduled departures are complemented by spot shipments to Continental Europe. In addition to Baltic Line’s own ships, other vessels are used in shipping where required.

Intermediate warehouse optimised for steel products and equipped with moisture removal is Sep-po Tervonen’s number one wish regarding the further development of the logistics co-operation between SSAB and the Port of Turku.

tal Europe. Furthermore, a significant volume of steel coils is transported via Turku by trucks.

A vision on expanding logistics co-operation

According to Logistics Director Seppo Tervonen, the export volumes may continue to grow, if a common view on long-term co-operation can be found with the Port and other players in the transport chain.

”You could say that we are still having a ‘hon-eymoon’ in a way. The experience from the first six months has been positive, small challenges have been solved flexibly, and we have been able to move on by working together. One important object of long-term development from our point

of view would be an intermediate warehouse optimised for steel products. In order to prevent corrosion and white rust the products should be stored in dry and warm conditions with effec-tive moisture removal and minimised possibility of condensation. When the economic growth will pick up again in Europe, it would be prefer-able to see more scheduled routes from Turku. Expanding steel exports call for more vessel ca-pacity and departures”, Logistics Director Seppo Tervonen says about SSAB’s wishes.

The worries mainly concern the development of the infrastructure in the transport chain and the rise of logistics costs. A number of trains ar-rive at and depart from the Hämeenlinna steel mill every day, and steel is also carried to ports by road.

”Regarding exports via the Port of Turku, the maintenance of highway 10 and the railway network are the key items. Our heavy transports require a transport network in good condition through which the goods can be carried quickly and safely all year round. The impacts of the Sulphur Directive will emerge in their true scale when the oil price starts to rise, so we need to increase cost-efficiency in all areas of logistics. Together with the Port of Turku and the other links of our transport chain we will surely find the means.” •

20 Port of Turku

What is the cost of safety?The following principle has been found to be true of oil spill response: whatever the cost of prevention, it is still less than the cost of cleaning up after an accident. The same principle is true of many other accidents, too – for example, loss of life or bodily injuries. We must therefore be prepared, estimate the risks, make plans for avoiding problems, think of the measures to be taken in case something happens, and arrange exercises.

After the year 2000, operating models have increasingly often aimed at improving safety by setting a requirement for a new safety plan whenever a new threat is detected. This trend has hit the ports at full force. The ports provide services to different modes of transport, both passengers and goods are carried through them, and industrial businesses are located in their area. It means that requirements are presented by a number of fields of administration, and no particular attention has been paid to their mutual compatibility. The result may look like this: internal rescue plan, external rescue plan, rescue plan for items with a special risk. We have identified more than 70 statutory plans that are required of ports!

Kirsti Tarnanen-Sariola is Deputy Director of the Fin-nish Port Association, with responsibility for the environmen-tal and safety issues in ports. The Finnish Port Association protects the interests of ports. The members of the Associa-tion comprise of port enterprises and cities that own a port enterprise.

Photo: Markku Koivumäki

The port industry decided to tackle the situation, as preparing and maintaining plans with the related inspections and exer-cises is laborious – both in the ports and in administration! The Finnish Port Association initiated in autumn 2014 a project that aims at simplifying the safety plans. We will not compromise the high standard of safety, but want to reduce the administra-tive paperwork! The partners of the ports in this project are the Ministry of Transport and Communications, the Finnish Trans-port Agency, and the Finnish Transport Safety Agency which share our opinion of the situation and believe that simplifying the requirements would also facilitate the work of the authori-ties. By summer 2015 we will have completed a plan into the future with the transport administration, and the project will be extended to other sectors.

From the port companies’ point of view, simplification means emphasising safety management. The ports will generate a better overall picture of the safety needs and what they re-spond to. It can very well be done with fewer plans. That leaves more time and resources for the important work for preventing accidents.

Kirsti Tarnanen-SariolaDeputy Director

21

The Port of Turku markets its services actively at seafaring, transport and logistics fairs and events for professionals. In addition to domestic events, the Port annually participates in the most important interna-tional fairs in the field.

In most events the Port of Turku is present at a joint stand with different port players and other partners.

”We think that joint visibility with our part-ners is important for a number of reasons. Co-operation provides us with more visibility and it’s easier for us to offer different service solutions to our customers. Together with shipping companies, transport companies and stevedores we can tailor the logistics services to each customer to suit their needs, up to an overall service throughout the delivery chain. In addition to potential new customers, you meet current ones and other important stakeholders, and can exchange ideas with other players. Moreover, joint trips to fairs strengthen the co-operation between the participants”, says Marjo

Ekman, Marketing Assistant of the Port of Turku.The Port’s partners also have positive experi-

ence from joint visibility at fairs.”The threshold for participating in fairs be-

comes lower when the Port of Turku takes care of the practical arrangements related to the fairs. Thorough arrangements make participat-ing easy and save us time and trouble. At the joint stand all participants support each other and help the customers to find the right person to answer their questions. At fairs you can meet people working in our industry, and the joint stand allows us more time to check out other stands, too. Participating in fairs in this way is in everybody’s interest, in terms of both social relations and finances”, stresses Tom Mohn, Managing Director of Oy Moonway Ab. •

Port goes internationalFairs in 2015 TExT: KaRi aHONEN PHOTOS: PORT OF TuRKu lTD

Transrussia, 21-24 april

Moscow, Russia

The biggest international transport and logistics

industry exhibition in Russia.

TransporT LogisTic, 5-8 May

Munich, germany

The leading international Exhibition for logistics,

Mobility, iT and Supply Chain Management, presents

the entire value chain and the major international

market leaders out of the transport and logistics

sector.

LogisTics TransporT 11-13 June

Helsinki, Finland

Finland’s largest tradeshow for industrial, retail and

logistics service providers.

power Truck show 7-8 august

Härmä, Finland

Power Truck Show is one of the biggest fair and

exhibition events focusing on transport industry in

Finland and the Nordic countries.

22 Port of Turku

The customs, at the heels of criminals

TExT: SiNi SilVáN PHOTOS: RObERT SEgER, FiNNiSH CuSTOMS

23

”In most cases, smuggling offences are related to imports of large batches of nar-cotic or pharmaceutical substances, or smuggling of tobacco, alcohol or snuff”, says Markus Laine who heads up the crime prevention unit of Customs in Turku.

The Customs also runs its own detecting activi-ties, the most visible example of which is drug detector dogs.

Smuggling is only a short step away from tax fraud. Smuggling of tobacco, alcohol and snuff in large batches fulfils the criteria of tax fraud in criminal law.

Markus Laine works as head of investigation and the head of the crime prevention unit of Customs in Turku.

The Customs runs its crime prevention opera-tions nationally. Markus laine heads up the investigation unit that operates in Southwest Finland, the Åland Islands and Satakunta. Of-fenders may be guilty of e.g. narcotics offences, smuggling, tax fraud, pharmaceutical offences or nature protection offences. The Customs operates in many ways like the police and has similar authority in its field of operations.“We have our own methods and own challen-ges.”Nevertheless, the Customs conducts close co-operation with the police and Coast Guard. As the resources are scarce, the authorities need to work together.The Customs can, however, carry out prelimina-

ry investigation independently and submit a case to the prosecutor.

Means of the Customs in-clude search and seizure

Passengers, luggage and cargo are control-led, but people are not searched with random checks. A person needs to be suspected in order to be checked. That does not mean that there are no means for control; the methods are just different.“Co-operation with the Port of Turku and the players operating there works efficiently”, Mr Laine says.The Customs also runs its own detecting activi-

ties, the most visible example of which is drug detector dogs. The activities may also involve collection of information. If required, the Cus-toms can confiscate products, arrest people and apply for detention by virtue of the Coercive Measures Act. The Customs interrogates the suspects and carries out technical investigation in the same way as the police – including classi-cal investigation of fingerprints.“I can see at work that the smuggling is more organised than before, the players are bigger and international smuggling organisations.”

Skilled working community is a meaningful workplace

Mr Laine is the manager of the crime prevention unit and acts as its figurehead.

“The working community in the Customs is very encouraging, training is arranged regularly, and there’s plenty of expertise and people with a different background. I’m lawyer by education, I wrote my Master’s thesis on the law of criminal procedure.”

“I work as head of investigation and as opera-tive leader I also manage other heads of inves-tigation who run their own investigation teams.”

Mr Laine’s work involves personnel adminis-tration, materials issues, planning of operations, and strategy issues.

“I wouldn’t say that my work is exciting, but it’s very interesting. One of the best things is to achieve results by our own team. To catch a smuggler or a person who has avoided paying taxes of 100,000 euro.”

The Customs is also an important tax collec-tor. It levies, for example, excise, alcohol, con-fectionery, car and tobacco taxes. The majority of the cases of the Customs involve cross-border activities, but, for example, tax fraud investiga-tions related to excise tax may have nothing to do with exporting. •

The customs, at the heels of criminals

TExT: SiNi SilVáN PHOTOS: RObERT SEgER, FiNNiSH CuSTOMS

Meet us at

Transport logistic 2015

5-8 May in Munich,

stand number b3.321/424.

Welcome!