editorial

solutions for intermodal logistics www.hupac.ch December 2006 Swiss success factor Ah, the Swiss. Up there in the mountains, specialising in trans­ port. Whether on ancient paths, mule tracks, mountain passes Forwards on the North-South Magistrale or Alpine tunnels – for centuries the markets north and south of the Alps have been connected As the major combi operator in Alpine transit, Hupac participated in the Swiss-Italian business by Swiss carriers. Some of conference “The Meeting” on 26-27 October 2006 in Genoa. Hupac Director Bernhard Kunz reviewed the oldest logistics enterprises developments in container traffic in Europe and the opportunities in the Rotterdam-Genoa corridor. have their roots in Switzerland: Danzas, Panalpina, Hangartner, Dreier – and for good measure On 26-27 October, Gottfried Schenker, founder the Italian seaport of of Schenker AG, was a native Genoa hosted “The Swiss from Däniken, near Olten. Meeting”, a business What are the success factors conference at minister­ of a business that even today is ial level, at which Swit­ among the major employers in zerland and Italy aimed Switzerland? Switzerland has long at expanding their econ­ provided an efficient infrastruc­ omic links. Particular ture for transit traffic. Yesterday attention was paid to it was the Devil’s Bridge at St. the transport sector. Gotthard Pass, tomorrow there The opening of the will be the NEAT railway tunnels. Bernhard Kunz Swiss transport enterprises Director of new rail transversal at Hupac Group Lötschberg next year are innovative and ready to try will bring Genoa and its out unconventional ways. Last harbour closer to Switzerland and but not least, Swiss carriers Northern Europe. have a particular allergy against monopolies and state interfer­ Reminder of the NEAT connection ences, focussing instead on com­ The increasing trade flows need the petition, neutrality and service proper infrastructure, argued the excellence. Swiss Minister of Trade and Com­ merce, Doris Leuthard. With NEAT, Indeed, Hupac is proud to follow Switzerland was making a significant The Antwerp and Rotterdam the expansion of the hinterland rail better international connections to the traditions of Swiss transport. contribution to a new European harbours are connected by daily connections, in order to reduce Genoa. The goal of good utilisation transverse rail route between the Hupac trains with the large busi­ the load on roads in the harbour or greater train frequency could We hope you will enjoy reading North Sea and the Mediterranean. ness areas in Central Europe and areas.” however not yet be attained. If this new edition of Moving. She called on Italy to sort out con­ North Italy. In 2005, Hupac trans­ The Rotterdam-Genoa corridor interest is shown by the Liguria nections to the south of the new ported 158,000 shipments from/to provides a great opportunity for Region, by the harbour and the Irmtraut Tonndorf stretches via Lötschberg/Simplon Rotterdam, 98,000 shipments European goods traffic. Hupac has terminal operator, Hupac would be Communications Manager and Gotthard. from/to Antwerp, 13,000 ship­ invested heavily in order to provide ready to invest further. Emma Bonino, Minister for European ments from/to Hamburg, but only Affairs, explained Italy’s tardiness, 1,000 from/to Genoa with transal­ saying that the country had now pine destinations. woken up after a “long siesta”. Cur­ Hupac calls for continuity rently several infrastructure projects Is the Genoa harbour missing Within the framework of the new the Swiss people. “Europe’s freight considers the pushing forward of the worth billions were underway. Fol­ out on the connection? Swiss Act for modal shift in freight transport business is currently in the railway liberalisation as well as the lowing the high speed stretches in “It is high time that Genoa positions transport, Hupac has called­ for the process of adjusting to combined reform on train path rates and the the Po valley, North-South connec­ itself better for traffic north of the continued consistent implemen- transport,” points out Hupac Director promotion of European interoper­ tions would now be expanded. Alps”, emphasised Mr Kunz. ”The tation of the current well-estab- Bernhard Kunz and goes on to add ability, to be far more important than competition is growing. Even now, lished shift policy in accordance that, “halving the subsidies as it is the introduction of the recommended Hinterland traffic – added value several players are considering the with variant 1. Hupac is clearly recommended in variant 2 of the re­ Alpine transit exchange. Flanking for customers harbour at Constanza in Rumania in favour of a continued focus on port, would be sending the entirely measures such as the timely provi­ Hupac Director Bernhard Kunz as an alternative to the northern unaccompanied combined­ trans- wrong message. In order for rail sion of the feeder routes from the stressed the demands of interna­ harbours.” port even after the end of the in­ transport to be able to compete with north and south to the Gotthard Base tional transport enterprises. Con­ In 2002, Hupac connected Genoa itially intended period for finan- road transport until the flat rail route Tunnel, the funding of terminals in tainer traffic was expanding faster harbour to the Busto Arsizio-Galla­ cial encouragement up to 2010. through the Gotthard­ Tunnel is put busy regions abroad and the intensi­ than Continental traffic. Harbours in rate hub. It is the largest inland ter­ In view of the successes of the meas­ into operation in approximately ten fication of controls for heavy trans­ Benelux and Germany were show­ minal in Europe, with more than 40 ures to shift the transalpine transport years, the railways will continue to re­ ports are of essential significance. ing large volume increases. On the trains daily to Central, Western and through Switzerland from the roads quire the same level of current subsi­ Hupac rejects the substantial expan­ other hand, Genoa harbour was Eastern Europe. From an initial five to the railways – a 14 percent reduc­ dies. This is the only way that we will sion of the Rolling Highway through lagging behind. One of the reasons trains a week from Genoa, Hupac tion in heavy goods vehicles crossing be able to succeed in achieving the Switzerland, as envisaged under was the less than optimal hinter­ has reduced the frequency to two the Alps through Switzerland since ambitious shift target that we have the variant 3 of the act: “The Rolling land traffic network. Anyone with a trains a week for lack of volume. the year 2000 and a concurrent 50 laid down in the constitution.” Highway is and shall remain a supple­ good offering for the distribution of This is in contrast to Northern percent increase in the use of com­ Hupac is sceptical of the Alpine tran­ mentary offer,” emphasizes Bernhard containers in the hinterland would Europe, where volume increases bined­ transport – a reduction of the sit exchange that is a part of all three Kunz. “The limited track capacities produce added value for the ship­ of more than 30% have been seen subsidies would jeopardize the results variants. This measure requires the would be used for a system which, in ping companies, the haulage and on the West-East corridor. “The to date and stand in the way of the renegotiation of the overland trans­ comparison to unaccompanied com­ logistics companies. harbours in the North are urging long-term development favoured by port agreement with the EU. Hupac bined transport, requires subsidies that are three times as high and is Ports in the Hupac Shuttle Net four times as expensive to maintain Number of shipments 2005 New Swiss freight transport Act 2011-2017 158,000 when it comes to the rolling stock. Hamburg/Bremen Rotterdam 3 variants Furthermore, the environmental bene­ Antwerp fit of the shift hardly makes sense Status quo: maintenance of the modal shift aim of 650.000 truck with regard to the short distances 98,000 trips per year between the Swiss borders.”

? Halving the subsidies: increase of the transit trips to 1 million truck Hupac’s detailed policy statement on Constanta trips per year the Swiss freight transport Act 2011- Genova 2017 can be found on the Internet 13,000 1,000 Focus on the traffic technique “Rolling Highway” under: www.hupac.ch/Index_freight_ RotterdamAntwerpHamburg Genova transport_act.htm Questions & Answers

Mr Howald, train growth in traffic is punctuality is not affecting the qual­ yet what it ought ity statistics. But we to be. Why not? know that economy That’s true, even if depends on goods quality has improved transport, and we steadily in recent feel an obligation to years, above all handle all the trans­ since the introduc­ port demanded. Road tion of responsibility traffic and inland for international end- navigation are also to-end traction. But at the limits of their Peter Howald in recent months Director capacity. With a wider there have been a Intermodal Services range of offerings, number of bottle­ Hupac Group increased frequency necks. There is cur­ and special trains, we rently enormous and unforeseen are working hard to ensure that growth in intermodal traffic. our customers can reliably ser­ Many terminals are working at vice the growing economy. their performance limits. Loco­ motives and drivers are in short Where can you see further supply. There are also bottle­ scope for action? necks in railway wagons. Hupac Quality improvements are a has always invested in its own continuous process at all levels. wagons, and this has paid off. What is needed is ideas, initiat­ It makes us independent, and ives, as well as the necessary enables us to react flexibly to investment framework for periodic peaks, as at present. resources. There is certainly still scope for action on the rail­ How does Hupac react to ways. But also Hupac are com­ traffic irregularities? mitted to the punctuality and Customers take the floor Rapid and precise information reliability of our services. An in the event of irregularities is example: our rail operation com­ The annual Hupac Customer Conventions took place in October and a key performance promise of pany in Busto Arsizio carries out November. The focus was on trends in intermodal traffic, and also the intermodal traffic. Thanks to our the transfer of trains from the direct dialogue between customers and their contacts at Hupac. new satellite-supported train sort­ terminal sidings into the main ing system called e-train, we are line with its own organization. now in a situation where our traf­ Any defective railway wagons The Hupac Customer Conven­ the extension of the Shuttle network There is also room for efficiency tions take place annually in the on both the North-South axis and improvements at the terminals. This fic can be monitored anywhere in are taken out of service some autumn at the main Shuttle Net the East-West axis. demands joint commitment by cus­ Europe. We can at all times tell hours before the transfer to the network locations. This year the tomers and the intermodal traffic our customers what is going on, traction company. In that way venues have included Rotterdam, Several customers pointed out operator. and we can intervene effectively we have practically eliminated Antwerp, Copenhagen, Cologne, optimisation possibilities. A key in order to resolve problems and one source of delays. In addi­ Constance and Busto Arsizio. Some concern was the punctuality of Customer response was posi­ speed up procedures. For this tion, our railway company can 250 representatives from customer trains, and information in the event tive, and this was particularly appar­ purpose, an action team was set take action in various stretches companies were briefed by Hupac of any traffic irregularities. “Less is ent in personal conversations and up and suitably equipped. in northern Italy if the contract­ managers about new developments more”, admitted Alessandro Valenti, at the social gatherings following ed traction company is unable in the market. A particular focus Business Manager Shuttle Net. “We the information sessions. “We will Is it quantity at the expense to deliver. An emergency sol­ this year was the opportunities and must make sure that our customers continue and extend the tradition of of quality? ution that has already helped risks for intermodal traffic in an obtain clear and useful information customer conferences”, promised There is no doubt that the fast to maintain quality. increasingly liberalised world, and in the event of traffic interruptions.” Mr Valenti.

News Extensive network for the North Excellence: To Austria and Hungary

In autumn 2006, Hupac substan­ Hupac awarded In July 2006 Hupac started a new tially increased the traffic between logistics prize shuttle train between the terminals Lulea Italy and Scandinavia/the Baltic of Rotterdam, Duisburg, Vienna and Budapest. Customers are States. With 10 departures weekly During the SITL Logistics trade fair offered four weekly departures in Umea between Busto and Taulov, as well in Verona (26-27 October) there each direction. From the middle of as six departures weekly between took place the second prizegiving Sundsvall November, Hupac will also be con­ Taulov and Malmö via fixed cross­ of the “Logistics Company of the necting the Austrian terminals of ings, Hupac’s Scandinavian traffic is Year” award. The prize is awarded St. Petersburg Enns and Krems. Gävle offering still greater performance. to logistics companies in various Alnabru (Oslo) From Malmö, the Swedish and Nor­ Arsta Kombi categories that have particularly Hallsberg wegian networks can be used, and Norrköping Paldiski distinguished themselves during from Busto the Italian network is Göteborg the year. The event was organised Antwerp D Padua direttissimo available. The connection between by Assologistica, the trade journal Riga Novara and Lübeck that was intro­ Euromerci and SITL Italy. From September 2006 Hupac has Hoje duced in September was expanded Taulov Taastrup connected Antwerp and Padua Malmö in October to three train round trips Hupac were honoured with a special without any intermediate stops. The a week. On this stretch via Lötsch­ prize for their consistent develop­ Antwerp D Padua shuttle train runs Lübeck berg, trucks with up to 4 meters ment of intermodal traffic. “Hupac three times a week directly via the corner height are permitted. From is in the forefront of intermodal Brenner. With a running time of 35 Lübeck there are ferry connections traffic in Italy,” declared jury mem­ hours, the train is fully competitive to Finland, Russia, Latvia, Estonia ber Ornella Giola. “We particularly with road transport. and Sweden. “The Novara D Lübeck wanted to highlight the initiative Shuttle meets a genuine market and innovative power of the Swiss need”, says Line Manager Claus operator.” Lynge. “Demand is very strong. Certified: Quality and the environment We are already planning additional In September 2006, Hupac suc­ departures.” Busto Milano cessfully passed the intermediate Arsizio Padova From harbour Novara audit of its quality and environment Genova Fiorenzuola to harbour management in accordance with ISO 9001 and 14001. The auditor of the In September 2006 the new Veritas Bureau confirmed that the

Bari Rotterdam D Hamburg connections system is successfully being applied Pomezia Brindisi Cassino went live. With three departures as a tool for efficient and effective Marcianise per week, this connection, initiated business management. The re-certi­ by Geest, is open to any transport fication of the entire system will take company. place during autumn 2007. Background

Hupac and railway liberalisation Hupac was an early advocate of fair competition and actively supports liberalisation of the railway market. The Company acquired railway licences for Germany in 1999 and, two years later, for Italy. In 2000 locomo­ tives for niche market transports were acquired. In 2002 Hupac helped to establish the Belgian railway undertaking Dillen & Le Jeune Cargo. 2003 saw Hupac entrusting Rail4Chem with its first links; the private railway undertaking was proving itself to be cost-efficient and able to compete and was in a position to control train movements from A free market for free railways? source to destination. In 2004 Hupac put into service the first Five years after publication of the EU White paper on Transport and two years after implementation of international train to make the the first railway package, competition in many countries is still in its infancy. Klaus R. Meyer, General cross-border Duisburg to Novara­ trip solely under the auspices of Secretary of the European Rail Freight Customers’ Platform, outlines the situation. SBB Cargo. Since 2004, Hupac has been searching out the best Klaus Meyer, tees.” Incumbent railways are thus The so called area of ‘addi­ “Anyone who has the potential is providers, has invited tenders General Secretary of empowered to put new railways at tional services’ provides still better likely to use it sometime”. Dis­ and has awarded orders “from ERFCP, the European a disadvantage and secure their pointers to the marketing aims of crimination is to be found in other source to destination” generally Rail Freight Customers’ own market-dominant positions. the infrastructure operator and countries too, with the result that for two years. For each traffic Platform with head­ “For the incumbent operator, price whether these are geared towards doubts arise as to the willingness relationship, the most favour­ quarters in Brussels, dumping means competitors can optimum efficiency, or the inter­ to transfer as much traffic as pos­ able partner is selected, based knows what is going be repressed”, states Klaus Meyer. ests of the operator. EU Directive sible to the railways. on costs and overall quality. on in liberalisation. “One has the ability to invest in 2001/14 makes a distinction Five partners secured a place in “Several states better production facilities, and between the services that should Access to freight marshalling trans­alpine traffic – SBB Cargo, complicate market within a state-backed credit frame­ be offered and those which may yards must likewise be granted. A Railion (DB Group), Trenitalia access for new railway work one can acquire other rail­ be offered. An example of an addi­ small railway undertaking cannot Cargo, Ferrovie Nord Cargo undertakings, even ways. The danger thus arises that tional service is the provision of a perform its own freight marshalling and Rail4Chem. Klaus Meyer General Secretary after agreement to the a national monopoly could become banking locomotive for gradients for economic reasons. Shunting is of ERFCP policy of opening up a European one. Another possibil­ as an alternative to coupling of seen as a facultative service on the Hupac is member of ERFPC and of the market. Some­ ity, again state-supported, is verti­ several engines on the entire track. part of the infrastructure operator, of ERFA. times there are no cal concentration by acquisition of “If the infrastructure operator’s but only facultative. “If the operator authorities to issue security certifi­ combined transport companies, objective is to enable as many envisages marketing for optimum cates or approve locomotives for thus depriving new players of the as possible of the smaller oper­ utilisation and not protection of his and individual states must bring rail traffic, sometimes the author­ basis for a business.” ators’ trains, who do not dispose own holding company, he will take about the political will to implement ities are slow in being formed of banking locomotives, to use charge of freight marshalling and goal-oriented railway reform. The and insufficiently empowered. At In many EU states the separ­ these stretches he will offer these adopt a neutral policy to all railway most urgent tasks include: other times these authorities work ation of infrastructure manager and banking services to each and every undertakings rather than allowing Ñ Detailed examinations to ascer­ deliberately slowly and set up bar­ transport operator has not been undertaking. If this is not the case, his holding company to control this tain whether the main functions riers in the form of high charges effective, or only partially so. There he will maintain a position of lack activity”, says railway expert Mey­ of the infrastructure manager in and extravagant, inappropriate is a strong potential for infrastruc­ of locomotives. Directive 2001/14 er. “Swiss infrastructure operators member states are being carried demands; moreover these author­ ture managers to discriminate explicitly mentions provision of do this in freight marshalling yards, out independently of incumbent ities are kept separate from the railway operators and thereby assistance for special trains as an inclusive of train composition. Aus­ railway operators. expertise and experts in the incum­ hinder the innovative force of free optional service. A heavy goods trian operators are trying to adopt Ñ Monitoring of the independent bent railways, who are competitors competition. True, the majority of train on an ascending stretch this model.” status of regulatory bodies in of the new railways. In some mem­ EU States permit access to long- comes under ‘special’”, explains all member states. Not all mem­ ber states the authorities delay or distance rail routes in a relatively Klaus Meyer. It is necessary to mention as ber states have the very useful limit the apportionment of railway non-discriminatory way. Yet there a final point a number of technical benefit of a Rail Regulator and licences and safety certificates for are still examples of a noticeable A further consideration is power. considerations that are implicated in some cases this office is not locomotives with the transparent lack of willingness on the part of the In Germany new railways have initi­ in limiting competition and killing working properly. aim of making entry to the market infrastructure operator to ensure ated legal proceedings so as to productivity. Planned standardis­ Ñ Motivation of member states and difficult for newcomers. Finally, optimal use of the system with receive the same supply prices as ation of procedures and European infrastructure operators to pro­ some states try to use infrastruc­ which he has been entrusted. This the holding company operator. If railway technologies are making vide additional services in such a ture or power prices to discrimi­ is a sign of a tendency to manage a particular judgement against the very slow progress. The Rotter­ way that as many railway under­ nate against new railway undertak­ the infrastructure in a way which private rail company Rail4chem dam-Genoa corridor demands a takings as possible can use the ings, the agency of this exertion satisfies the interests of the hold­ becomes legally binding, then DB very varied set of technologies for infrastructure. of power being the incumbent ing company operator. Short-term Energie, a subsidiary of DB, will its safety systems. Similarly, the Ñ Harmonisation of safety certifica­ railway operator as an integrated profits of the infrastructure situation be able to discriminate without Basle-Lötschberg-Domodossola- tion and locomotive certification. enterprise or a state-subordinate can thus be mined to the advantage any restraints in providing electric Novara route has need of three infrastructure operator.” of the holding company, whilst the power to third-party railways. “The different safety installations, each ERFCP no longer stands alone public brief of advancing a long- legislator must put a stop to any covering short distances. The in its commitment to an effective The European Rail Freight term, economically meaningful infra­ potential for discrimination right new train safety systems ECTS opening of the market. In mid- Customers Platform represents structure policy is neglected. from the start”, says Mr Meyer. Lötschberg and SCMT Italy are not November, four organisations got the European industry as a cargo even compatible with each other. together to form an alliance – ERFA customer of the railways. The The locomotive area is one which (European Rail Freight Association), Association is campaigning for a therefore needs a high degree of ERFCP (European Rail Freight Cus­ high-performance European rail­ investment. Traction costs mount tomers’ Platform), F&L (European ways system, and believes that this considerably because of this, mak­ Freight and Logistics Leaders objective can best be reached by ing it still harder for new railway Forum) and UIP (International Union ensuring that intermodal competi­ undertakings to join the market. of Private Wagons). “The private- tion prevails in the railway sector sector groups are organising them­ as in all other areas of business. Naturally, railway customers selves”, concludes Klaus Meyer. The ERFCP is against open and would like to see more competition “With our combined strength, we concealed discrimination, and is between enterprises. Intramodal want to make our voice heard equally against the efforts by the competition amongst railway under­ among European institutions and railways to restore their monopo­ takings is the best way to achieve governments.” lies. “State subsidies can be grant­ higher productivity and better qual­ ed to state railways in a number ity in rail traffic and at the same www.erfcp.org of different ways: provision for time improve the railway’s competi­ www.erfa.be deficit, restructuring without cost tive edge in relation to other trans­ www.europeanfreight.org for the enterprise, credit guaran­ port providers. The EU commission www.uiprail.org Goods traffic in Eastern Europe – growth opportunities for railways?

Hupac took part in the “Railways and Logistics Forum” in Kraków on 14–17 November. The conference, organised by the Polish railway company PKP, brings together railways and partners in the logistics chain on the East-West axis for an annual exchange of experience. Alberto Grisone, Business Manager Project Development & Strategy at Hupac Intermodal, spoke about the great potential for railways in Eastern Europe.

For decades, intermodal origin to destination. Integrated traffic has been regarded as an traction simplifies processes, effective alternative, combining reduces interfaces, improves over­ the advantages of road and rail. all performance, and increases the Annual growth rates of 10 to 20%, quality and productivity of intermo­ and on some axes of more than dal traffic. 30%, demonstrate this clearly. In the 1990s Hupac introduced the What are the opportunities for shuttle system, which enormously railway goods traffic in Eastern increased the productivity of Europe? Thanks to the international intermodal traffic compared to division of labour, and the new traditional single wagon traffic. geopolitical framework, new goods In this production system, a streams will arise. For countries fixed wagon combination shuttles like Poland and Hungary, the transit between two terminals, without traffic on both the East-West axis any shunting. Semi-trailers, and the North-South axis presents containers and swap bodies are enormous potential. However, transported between the main a precondition is that the traffic economic areas by daily train infrastructure is available not just departures. The local distribution for internal and import/export traf­ from the terminal to the final fic, but also for transit traffic – for destination is done by road. This example for traffic from Russia to shuttle idea has spread across Germany, or from the harbours in Europe and enables rail to keep the West or the Baltic to Austria its place in competition with road. and Italy. Other success factors for the growth of intermodal traffic are An enormous potential for sufficient terminal infrastructure, rationalisation is represented by simplified administrative processes The EU enlargement provides grown. Among the reasons for this fic infrastructure has always been the idea of international integrated (customs, railway consignment new opportunities everywhere in are the advantages that road has, on railways. But despite growing traction introduced by Hupac in notes, railway documentation) Europe. Further economic growth such as speed and flexibility, but motorization, railway goods traffic 2004. Only one railway company and the dismantling of time and is expected in the next few years. also the shift in production away is also growing. is responsible for each train from resource consuming interfaces in Growing markets are tightly cou­ from bulk goods towards high-value railway production. pled to goods traffic. Business piece goods. needs goods traffic to grow, and Hupac is currently running that in turn generates new goods The forecast growth in traffic three trains a week between Ant­ traffic. imposes immense demands on werp and the Polish destinations of the infrastructure. In recent years, Kobylnica, Warsaw and Slawkow, Since the opening of these investment in road traffic has and also has a representative markets in the 1990s, the modal been the priority. The previously office in Warsaw. The Swiss combi split in goods traffic in Poland, and good rail infrastructure has been operator wants to continue to grow also in Hungary and other East neglected, and these days shows in Eastern Europe. The overall European countries, has moved considerable quantitative and quali­ objective is to offer customers from railway dominance to road tative gaps. Russia is an exception. reliable transport services, and to dominance. The railway share has Because of the immense transport serve the growing economies in declined, and the road share has distances there, the focus of traf­ Eastern Europe efficiently. Hupac opens a representative office in Warsaw

The countries of Central Howald. “This local coor­ and Eastern Europe are dination will speed up becoming increasingly procedures and build up important in international trust.” An important plus freight traffic. In 2005 is the language, because the Swiss combi operator now Polish partners and Hupac set up the first transport companies will connections for combined be able to communicate traffic between Antwerp with Hupac in their own and Poland. In September language. 2006 Hupac opened a representative office in Thanks to the Warsaw Beata Mizeracka Warsaw. Head of Representa­ location, Howald also “We run three trains a tive Office in Warsaw foresees new opportun­ Send this coupon to fax +41 91 6952801 week between Antwerp ities for further growth dialogue and the Polish destina­ in Eastern Europe. impressum tions of Kobylnica, Warsaw and “Together with our rail partners, Please send me the following issues of Moving. Slawkow”, explains Peter Howald, we will develop intelligent traffic sol­ Hupac Ltd Director for Intermodal Services utions for the rapidly growing goods Name Viale R. Manzoni 6 in the Hupac Group. “The utilisa­ traffic.” CH-6830 Chiasso tion rate is good, and the demand, Address and contact details for Company Tel. +41 91 6952800 particularly from west to east, is the Hupac representative office in Fax +41 91 6952801 Address growing steadily. The opening of an Warsaw: E-mail: [email protected] office in Warsaw is a logical step in u Hupac Intermodal SA Post code/Town Editor: Irmtraut Tonndorf the expansion of our network.” Representative Office Poland Photos: Maurizio Tolini, Nil The manager of the Warsaw office Przedstawicielstwo w Polsce Tel. Fax Bechtiger, Konrad Bronowski is the railways expert Beata Miz­ Al. Jerozolimskie 125/127 Layout: Sestosenso srl eracka. “Thanks to our new repre­ PL-02-017 Warszawa E-mail sentation in Poland, we are closer Tel. + 48 22 891 00 33 to our customers and can guaran­ Fax + 48 22 891 02 11 Please send me Moving in Italian German English solutions for intermodal logistics tee a better service”, says Peter e-mail: [email protected]