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Newsletter SILOG News 1

In the past, you could spot a pre-processing machine from afar thanks to its huge drums – the modules at the front of the machine which separate the mounds of let-ters. Now, Siemens has shrunk this drum down, while significantly extending the functionality of its new Culler Facer Canceller CFC 3004 at the same time. This means that even flats up to envelope format C4 – previously too large for machine handling – can now be processed.

Automation for post, courier, express and parcel services

www.siemens.com/mobility

SILOG NewsIssue 02/2011

Both urban and rural post boxes will accept anything – letters that are small or large; thick or thin; addressed at the bottom right or franked at the top left – provided it fits through the slot. The possibilities are virtu-ally endless. Around 10 to 15 percent of mail found in post boxes is larger than C5 format, and in the past, postal service pro-viders had no choice but to process these mail pieces completely by hand.

The engineers at Siemens were not going to just stand by and put up with this situa-

Contents

04 Central focus At POST-EXPO, Siemens plans

to write the next chapter in the success story of its technology

05 Automation Trucks that practically unload

themselves

06 Traffic node The port of Hamburg is where

the world’s logistics flows con-verge

The CFC 3004 can even handle the flats that people post

Small drum separates thick mail from thin

tion any longer, and after some dedication, they have reached their goal: in the new Siemens CFC 3004 generation of machines, letters up to C4 format can now remain in the mail flow, with around 90 percent of all flats undergoing pre-processing together with smaller standard formats. A field test involving over four million mail pieces, in-cluding flats up to C4 format, demonstrated the sheer power of the new machine.

The drum, now compact on the CFC 3004, did particularly well in the test. >> Page 3

The drum over the years – from 1994 to the present day.

2 Newsletter SILOG News

Editorial New Infrastructure & Cities sector – incorporating IL

The fourth dimensionGreen cities manage to combine a high quality of life with a concern for the environ-ment. Siemens technologies and ideas can play a major role in helping city infrastruc-tures to get fit for the future. That’s why the company is establishing a new sector on 1 October 2011: Infrastructure & Cities.

The allure of the city shows no signs of abating: to cope with the sheer volume of people, government officials, architects, logisticians and technicians have to pull out all the stops. The key to providing city dwellers with a good quality of life, while at the same time treating the environment with respect, lies in developing holistic ur-ban concepts. This means creating an in-frastructure that is geared towards protect-ing the climate and reducing the carbon footprint. In turn, this requires harmonised public transport networks and logistics flows, efficient distribution center for goods, as well as intelligent power distri-bution concepts.

Siemens has the technologies and con-cepts to make this happen. That is why the company is now combining all its divi-sions that involve a focus on cities into a fourth sector. This new “fourth” dimen-sion will focus on all matters relating to city infrastructure, i.e., streets, railways, airports or ports, traffic interchanges and flows, transport both within and outside buildings, power distribution, and much more.

Dr. Roland Busch will head the new Infra-structure & Cities sector, which is being created as an addition to Siemens’ cur-rent triumvirate of Industry, Energy and Healthcare. This means that he will now be responsible for the two former Indus-try divisions of Mobility and Building Tech-

nologies, as well as the Power Distribution division, which was previously housed in the Energy sector. It is precisely the issue of energy that is having an increasingly significant effect on city life: the growing energy requirements of urban inhabitants will only be met if cities manage to har-ness centralised and decentralised energy sources in an intelligent way, in the form of smart grids that rely on a range of new smart grid applications (such as electric cars).

Siemens is also demonstrating its leading position in technology,―reflected in its cen-tral Corporate Technology department,―by

establishing a separate management board position. New Chief Technology Officer (CTO) Klaus Helmrich is the management board member who will be responsible for this new endeavour.

As part of the Mobility and Logistics divi-sion, Infrastructure Logistics (IL)―encom-passes Postal Solutions, Logistics & Air-port Solutions, Customer Services, and the newly created IT segment―will belong to the new Siemens sector. From the custom-er’s perspective, however, only one thing is changing as a result of this restructur-ing: Siemens’ unswerving commitment to innovation and technology will afford com-panies that work with Siemens Infrastruc-ture Logistics more benefits than ever be-fore. <<

Dear Reader,Our world is ablaze with diversity, boasting a colourful mix of cultures, landscapes, languages and climate zones. Yet, at the same time, we are increasingly becoming part of a global village and are starting to see just how much we all have in common. No matter where they are on the planet, the towns, cities and metropolises that are now home to half of the world’s population are grappling with similar issues, such as transport, logistics, energy and the environment. The key to overcoming many of the associated challenges is to come up with the right ideas and technologies.

That is why Siemens has decided to add a new sector to its business ac-tivities called Infrastructure & Cities, bringing the total number of sectors to four. As part of the Mobility and Logistics division, our Infrastructure Logistics (IL) business unit will help Siemens to focus on this fourth aspect of the business. You can read all the details in the adjacent article. Our products and solutions have a major role to play in the many cities where people, goods and freight all converge.

Anyone who is looking to save time, effort and energy also needs solu-tions for sorting letters in an inno-vative way (page 1), for unloading parcels from trucks at lightning speed (page 5) and for optimised port logis-tics (pages 6&7). You will be able to see a selection of these on display at the POST-EXPO (page 4) in Stuttgart. Have fun reading!Dr. Stefan Keh

Dr. Stefan Keh, President of Business Unit Infrastructure Logistics at Siemens AG

Industry

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Industry Automation

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Building Technologies

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Energy

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Renewable Energies

Oil & Gas

Power Transmission

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Imaging & Therapy

Systems

Clinical Products

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Infrastructure& Cities

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Mobility and Logistics

Power Distribution


> > Continued: Small drum separates thick mail from thin

In a pre-processing system, all mail pieces must pass through the drum before they can exit the machine as faced and can-celled items; otherwise they are rejected as “unsuitable for subsequent processing or automation”. The way in which the drum works is hardly rocket science: just like in a sieve, the drum’s lamellas create slots through which only those mail pieces of a certain thickness or less can pass, while the larger ones are rejected as unsuitable for machine handling. These mail pieces leave the drum via the “back exit” and are then passed on for manual pro-cessing.

Compact like no other: the new drum

The latest generation of pre-processing machine from Siemens, the CFC 3004, is also based on this principle of separation according to thickness, but differs from its predecessors in one major way: the drum is more compact. Siemens has shrunk the format separation module by more than a third in comparison to the size of the drums traditionally used. The lamellas, for example, are less than half as long as those of the previous genera-tion. However, despite this, the CFC 3004 and its compact drum still separate the mail better than ever before.

The inside of the new “baby drum”, as Siemens employees affectionately call their new product, can be maintained and cleaned without having to step on its la-mellas. In terms of design, this means the lamellas can be of a more lightweight con-struction, and the new drum consequently weighs much less than its predecessors. The environment will also benefit from the new design, since the drum uses a com-paratively tiny drive unit.

Yet another advantage of the small drum is its small inside diameter, which means mail pieces do not have as far to drop. This, along with the special deflectors, help keep damage to an absolute mini-

mum – even where heavy and fragile mail pieces are concerned.

Reduce to the max

The size of the drum is not the only thing to have changed in the latest-generation Siemens CFC 3004. In line with the motto “reduce to the max”, the Siemens CFC team has decreased the number of Culler function modules so that only the essen-tial elements remain, while also maximis-ing their performance and ensuring they are all perfectly coordinated. An innova-tive concept for measuring and regulating the non-singulated flow of mail across all modules – from the input conveyer to the singulator – guarantees an even rate of throughput. When creating the CFC 3004, the designers also decided to do away with all the adjustment options that used to make daily maintenance such a chore. Sometimes less really can be more. Find out about the benefits of the new CFC 3004 with compact drum at the Siemens stand at POST-EXPO 2011 in Stuttgart. <<

The new-generation Siemens machine for pre-processing that can even handle flats:

the CFC 3004 with compact drum (high-end version).

Basic configuration

n Complete front and rear colour scan up to C4 format n Switchbacking n Twisting* n Cancelling* n Various stacker combinations possible: 3 or 6 flat stackers, r 4 or 8 letter stackers (more stackers possible on request)

Options

n Address reading (OCR) and offline video coding* n Printing and verifying ID and/or destination bar code* n Revenue protection n Franking/billing service*

* Not available for flats

High-end configuration

n Colour scan of entire front and rear – up to C4 format n Twisting, switchbacking and cancelling n Up to 12 flats stackers, up to 320 letter stackers

Options

n Dynamic weighing n Underpaid detection n Other revenue protection n Franking/billing service n Address reading (OCR) n Offline and online video coding r (IRV functionality with delay line)*

n Reading ID and/or destination bar code* n Printing and verifying ID and/or r destination bar code * n Labelling (covering bar code zone)* n printing forwarding address* n 2 Level Sorter n Sequencing

* Not available for flats


Siemens wrote the first chapter in its illus-trious mail handling history in 1962, when it developed its very first letter sorting ma-chine. At this year’s international exhibi-tion for postal service providers, taking place in Stuttgart, Siemens will demon-strate the enormous progress its technolo-gy and solutions have made since then.

Information technology has provided sig-nificant inspiration for the development of fully automatic and highly efficient postal and material handling solutions: without the ability to identify items with precision, many of today’s automatic processes would simply not exist. At the same time, “each innovation needs to be considered in the context of its time and the conditions sur-rounding its development,” explains Edwin Lenhard, Vice President of Siemens Infra-structure Logistics. That is why, for exam-ple, Siemens’ products and services are now always measured in terms of their ability to reduce the carbon footprint.

Here is a roundup of the innovations that Siemens will be presenting at POST-EXPO: Identification: parcel fingerprinting sets new standards for the parcel supply chainSiemens is now offering its fingerprint technology for parcels too: this technique

enables the unmistakable identification of a mail item based on a photograph, thus removing the need to provide parcels with a barcode. The benefits of this solution are particularly evident in the context of cross-border parcel logistics: many barcodes have been protected by country-specific proprietary rights up to this point, but the fingerprint technique allows mail to cross international borders without the need to generate a new barcode each time.

Efficiency: potential for savings at the end of the letter delivery chainSeveral postal service providers already use a heavily automated process chain for sorting letters. Higher levels of efficiency can only be attained in certain niche areas due to the various types of Siemens sort-ing machines, including the Open Mail Handling System, which accommodates and sorts everything from large-format en-velopes right down to advertising flyers. By contrast, all providers could potentially in-crease their efficiency by focusing on the end of the letter delivery chain. Before a member of delivery staff can even set off, he or she has to sort out the letters for the route at the delivery office – a time-con-suming process that a machine could do for them. Siemens’ sequence sorting solu-

It’s a global trend: we are seeing an increase in parcel freight, but a decrease in the number of letters. Not only that, but all kinds of specific processes have evolved for handling letters and parcels, some of which are specific to certain countries. All of Siemens’ solutions incorporate elements of automation and aim to achieve an increase in efficiency. POST-EXPO in Stuttgart from September 27 - 29, hall 1, booth 4000 is where Siemens intends to showcase its latest economic and sustainable solutions.

Siemens leads the world in letter and parcel logistics

POST-EXPO in Stuttgart: Everything from automation to delivery optimisation

tion – which can be used with a barcode sorter, for example – is another way to achieve increased efficiency at the end of the chain. By separating the preliminary sorting work from the delivery duties, the number of delivery offices and reloading depots can be reduced. At the same time, a flexible approach to generating sorting assignments makes it possible to expand delivery areas,―a useful tool if a member of delivery staff is absent due to illness, for example.

Automation: the CFC 3004 can even handle flatsSiemens’ compact CFC 3004 system is able to singulate, face and cancel both standard mail and flats in C4 formats, while taking up hardly any space at all. A key element of the new system, the unveiling of which will take place at the Stuttgart exhibition, can be found right at the start of the pro-cess: a small “baby drum” separates the batch of large, small and non-standard items. Not only this, but the system also offers a whole host of facilities from mail cancellation to dynamic weighing. Automation: Truck unloading in no time A new Siemens solution that can be con-nected directly to a conveying system – such as the Visicon Singulator – facilitates quick and ergonomic unloading of parcels.

Digital and green: Trust-Ebox is ten times more affordable than before Siemens’ reverse hybrid mail solution, which digitises letters, sends them to the recipient, and allows the recipient to de-cide whether he or she would like a physi-cal copy to be delivered too, has proven to be so efficient that it is attracting a wide circle of followers. The solution doesn’t just appeal to postal service providers, but also to large companies that want to opti-mise their internal mail delivery processes as well. <<


Siemens’ unloading concept doubles unloading capacity

Speed without sacrifice: Removing larger numbers of parcels from trucks and roll containers Unloading technologies for parcels have always been marred by problems such as low throughput rates and the amount of effort required to adjust the systems. But now there is a Siemens solution that needs no modifications whatsoever, while at the same time offering excellent performance.

Unloading parcels from heavy trucks, swap bodies or roll containers is no mean feat. It involves strain on the back and requires an abundance of both physical strength and time. Staff have to man unloading gates for hours on end, and feeding parcels into the sorting center is also a lengthy process.

But all that is changing thanks to a new unloading platform from Siemens. Before the company’s engineers were asked to de-velop a concept that would offer an alter-native to the established unloading pro-cess for products, market research was carried out in order to delve deeper into the current situation. One thing in particu-lar became clear: postal and logistics com-panies were profoundly dissatisfied with the way they had to modify the existing solutions at the unloading point. Torsten Tanz, product manager at Siemens, ex-plains the somewhat hesitant approach that companies have taken towards un-loading solutions for parcel handling: “If the products on offer can’t achieve signifi-cantly higher unloading throughput rates in comparison to the manual methods that

were previously being used, then they will become even less attractive.”

These discoveries allowed the Siemens team to set clear goals: no modifications to swap bodies, gates or unloading points; the option of emptying both standard and non-standard containers; and―last but not least―a rapid return on investment.

The results produced by the Siemens technicians speak for themselves

The core component of the innovative unloading module is a platform close to the ground that one can walk on. This is mounted on rollers and can be pushed from the telescopic conveyor directly in front of the stack of parcels in the truck or swap body. The platform consists of three conveyor belts that carry the mail from the container to the rear of the sys-tem,―either to the Visicon Singulator, for singulation purposes, or to other parcel feeding equipment. The module also fea-tures a chute on the left and right. This is used to reduce the stacks of parcels, which start off rather high. During this

process, the operating staff stand on the static working platform in the middle of the main platform and pull or push the parcels onto the chutes or belts, depend-ing on how high the stack is. The chutes can easily be moved to the front or rear exactly for this purpose. Smaller or lighter parcels that have tumbled down to the lower part of the system are transported away directly by the conveyor belt at the bottom.

Torsten Tanz explains what it is that makes this Siemens solution so special: “When the Siemens team were designing this system, they were determined that parcels should be treated with the utmost care.” Since the system always collects the parcels from close to where they are positioned in the stack, they are guided smoothly onto the running belts, rather than landing on them forcefully. The flexi-ble structure and the special cushioning of the running surfaces under the link conveyors also do their bit by absorbing shocks, thus preventing the parcels from being damaged.

The benefits of this unloading solution are clear

There is a lot less pressure on operating staff: thanks to the unloading platform, their job has been reduced to pulling items from the stacks of parcels and pushing them as far as they need to go to reach the conveyor belt. What is more, controlling the platform is both extremely straightfor-ward and intuitive. The Siemens solution also ticks yet another important box by keeping the risk of damage to an absolute minimum. On top of that, Siemens has developed a solution that meets its customers’ main requirement: gate modifications are un-necessary and the system does not make any specific demands in terms of where swap bodies or other logistics vehicles need to be positioned. The solution is a winner from an efficiency point of view as well, enabling a throughput rate of around 3,000 parcels per hour to be achieved by each member of operating staff. <<

… suitable for

n All unloading situations involving swap bodies n Partially filled swap bodiesn Unloading roll containers (dual function with retracted unloading platform)n All types of parcels and packagingn Accommodating future extensions in terms of parcel sizes and weightsn All exceptional situations (damaged parcels; stack appearance; straight- forward switch to manual unloading in the event of a problem)


following the 2009 global crisis that had hit Europe’s ports hard. One year on, the Port Authority believes that it will not be long before Hamburg’s biggest employer is once again achieving, or even exceed-ing, the turnover figures it saw during the boom years of 2007 and 2008.

In the meantime, five giant container ships head for Hamburg every week, car-rying goods and general cargo from all over the world into and out of the German port. The majority of these make their way to Asia. Conversely, employees at the port unload huge quantities of consumer goods from the Far East, bound for desti-nations in Germany and Austria, as well as Baltic and Eastern European regions. In 2010, the port handled 121 million tonnes of cargo freight. Hamburg’s traffic node is currently home to around 150,000 employees, with approximately 275,000 jobs moored to it throughout Germany as a whole.

The 13th of July 2010 wasn’t just any oth-er day on Hamburg’s calendar: it was the day that the Christophe Colomb, a giant in the world of container ships, docked in the port of the Free and Hanseatic City of Hamburg for the very first time. Measuring 356 metres in length and 50 metres in width, the ship boasts a capac-ity of 13,800 TEU (standard twenty-foot equivalent units), which can be stacked in 11 layers below deck and eight layers above deck.

Port operators and logisticians had been awaiting the arrival of the enormous ves-sel with bated breath – and when it finally sailed into dock, it not only proved a stun-ning sight for the audience which had gathered on the banks of the river Elbe, but also heralded a new era in the history of Germany’s main international North Sea port. At the same time, the flagship of French shipping company CMA CGM served as a symbol of economic revival

According to the pilots and captains at the helm of operations on the day the Chris-tophe Colomb arrived in Hamburg, one of the biggest challenges involved turning the ship in the port basin in order to dock it at the quay. Although the captain’s ef-forts were a crucial part of the exercise, Sebastian Doderer from port marketing company Hafen Hamburg Marketing e.V. explains that the port of Hamburg had started preparing for the enormous tasklong before the Christophe Colomb’s arriv-al: “Actually fact, the preparations began as early as 2006.”

When it became clear to the port manage-ment what cargo ships would be setting a course for Hamburg in the future, the city began the process of getting the port’s in-frastructure ready to accommodate them. This involved upgrading to standardised containers for global goods and freight shipping at an unprecedented rate – some-thing which the world’s major ports had begun to push through in the 1980s.

Siemens develops sustainable concepts for trimodal hubs

A journey into the future … starting at the port of Hamburg The port of Hamburg is one of the world’s major international ports, and the upward trend in the number of containers it handles is showing no signs of reversal. But with space in the port often restricted, the logistics of ship, railway and truck transit in-creasingly need to be fine-tuned in order to meet demand. Siemens teams from Mobility and Infrastructure Logistics are contributing a wealth of solutions, tech-nologies and ideas that will help the ports of today and tomorrow do exactly that.


Hamburg got straight to work, building new quay walls, roads and huge round-abouts. The port’s transshipment termi-nals ordered new container gantry cranes from China to be used for loading and unloading, each weighing around 2,000 tonnes with an outreach of 50 metres – enough to accommodate the width of the Christophe Colomb. Despite the best efforts of all those involved, however, the project was briefly thrown into jeopardy when a crucial requirement for allow-ing the Christophe Colomb to enter the port could not be achieved as quickly as had been anticipated. In fact, the crucial factor, the official approval process for deepening the Elbe navigation channels leading into the port, is still dragging on to this day. But Hamburg’s port engineers and logisticians did not let this stand in their way: thanks to the use of simula-tion techniques and the development of a loading concept – which, for now, involves the giant ship unloading part of its cargo at another European port rather

than sailing into Hamburg fully loaded – the port was able to successfully over-come this obstacle.

Ship, railway and truck transport work-ing in perfect harmony

According to Sebastian Doderer, “the size of the ship is also challenging from a logistics perspective – it means that the terminal operators have to deal with a massive amount of freight arriving all at once.” As far as operators are concerned, this involves not only unloading the ship quickly, but also moving containers away from the quay or the terminal concerned and out of the port without delay.

With one of the largest and oldest port railways in the world, the port of Hamburg has had the basic infrastructure required for handling incoming and outgoing goods in place for 145 years now. The railway consists of just under 300 kilometres of track, of which 110 are electrified. Each of

the port of Hamburg’s four container ter-minals features a six-track transshipment terminal for combined freight transport.

Both the Hamburg Port Authority and the city itself have benefited immeasurably from the outstanding achievements of the engineers who have been working on the port’s infrastructure since the mid-19th century. The railway siding located in the immediate vicinity of the shipping area is one of the main reasons why Hamburg has been crowned, European Green Capital, 2011. An increasingly cutting-edge railway system – featuring track switches that can be heated using geothermal energy, for example, as well as energy-saving diesel engines in the locomotives themselves – ensures that transport goods are conveyedseamlessly from ships to areas in the port’s hinterland, and vice versa. Almost a third of ship freight is transported away by means of this environmentally friendly railway. >> Page 8

Siemens develops sustainable concepts for trimodal hubs

A journey into the future … starting at the port of Hamburg

Siemens technology for optimised hubs – In coastal and hinterland areas

n Information technology: Terminal Equip- ment Management System and Trans- port Logistics Platformn Railway infrastructure & management with electrification and automationn Equipment solutions such as gate automation using container identification, crane drive and control processes, and container managementn Security for containers, buildings (access security, intrusion detection, etc.), freight depots (yards) and process integrityn Value-added services such as planning and simulation, green technology, inte- gration and service, as well as mainte- nancen General infrastructure by means of power supply and energy distributionn Roads Infrastructure & management with traffic control and management


Corporate Information

Published by Siemens AG Industry Sector Mobility DivisionInfrastructure LogisticsBücklestr. 1-578467 Konstanz · GermanyTel. +49 (0)7531-86-01Fax +49 (0)7531-86-2421

Responsible for content Dr. Gerhard Ehlker, Siemens AG, KonstanzPrinted in Germany

Your direct line to us:[email protected] © Siemens AG 2011

The information in this brochure merely contains general descriptions and performance features, which may not always be applicable in the de-scribed form in an actual application or which may change as a result of further development of the products. The desired performance features shall only be binding if they have been expressly agreed in the conclusion of contract.

stoppages and jams in the supply chain now happen in the railway network and on the roads.

Siemens’ Megacities activities for ports

Engineers and logisticians from various divisions and departments at Siemens are also focusing on ways to improve logistics at ports – both inland and in coastal areas. Shipping ports, airports, railway stations and freight centers are all examples of the traffic nodes within the large metropolises that Siemens is addressing collectively in a separate unit called “Megacities”.

are being utilised to maximum effect. “We need to use our existing areas as efficiently as possible, as well as create automated processes and handle goods more rapidly than ever before,” says Doderer. Specifical-ly, this comes down to the following tasks: turning ships even faster than before; loading and unloading them more quickly; creating a faster process for clearing block storage facilities with the ability to stack up to six containers on top of one another automatically; and transporting goods to areas in the port’s hinterland. This includes ports in the more immediate area, such as those in Duisburg or Nuremberg, but also destinations further afield such as Prague, where the port of Hamburg is currently testing a bimodal hinterland concept for the future.

Those in charge of the port have less control over what happens outside of it. “Bottlenecks don’t happen at Hamburg’s port anymore,” states Doderer. Instead,

> > Continued: A journey into the future

Siemens is familiar with the issues raised by ports for two reasons

Firstly, Siemens itself is one of the portof Hamburg’s major customers. The 700-meter freight trains that make jour-neys to Hamburg from Austria or Germa-ny, for example, contain a large number of products bearing the Siemens brand. The second reason is rooted in the tech-nology and logistics expertise demon-strated by Siemens divisions, with Ham-burg making use of Siemens crane and traffic control technologies and solutions in its railway and road facilities.

Dr. Norbert Bartneck, Deputy CTO of Siemens’ Infrastructure Logistics division, explains where the company is currently finding sources of motivation: “Our aim is to direct our developments along a path of sustainability and green technology.” Siemens divisions with a focus on logis-tics provide a rich seam for the company

Meanwhile, more than 60 percent is loaded onto trucks and taken to destina-tions within 200 kilometres of the port, while just under two percent is ferried by Germany’s inland waterway transpor-tation system. The truly intermodal na-ture of this transport split is clear to see.

Ports in the hinterland extend borders

In this area as well, there is still room for fine-tuning and optimisation. In view of the growth rates the port expects to see over the coming years, its Port Authority needs to be certain that all of its resources

to mine when developing solutions for transshipment centers in ports. As a re-sult, the working practices used at ports, for example, are frequently shaped bySiemens technology – whether they in-volve check-in processes, baggage trans-portation or overarching management and control solutions for anything from energy to visitor guidance systems. The Postal Solutions division has already developed sophisticated automated unloading tools and identification technologies, as well as simulation and logistics systems, whose benefits could be felt in the world of ports too.

“Our Transport Logistics Platform has a central role to play in this,” explains Dr. Bartneck. “It will enable all system part-ners to control the logistics network.” The platform incorporates both standardised and tailor-made solutions. Information on all the components in the supply chain is the key to keeping everything on the move and maintaining a high level of efficiency. In the future, those responsible for ports at coasts and in hinterland areas, as well as shipping companies, terminal operators, railway and road logisticians, and airports, will be able to work in perfect harmony. The future has already reached Hamburg – and it won’t stop there. <<

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