Not to mention the 40 of the capital of the CAT in France

According to the study "Automotive Logistics Europe 2006 Report" published in January 2006 by the British firm transportation Intelligence Ltd, this is a promising sector. That is expressed in net business or by volume of traffic transportation-logistics process, generated activity should be multiplied by almost three by 2009. Interesting, but with two defects. The approach is both too targeted as limited to Europe while the future is now playing at the intercontinental level, but also too broad because it globalizes upstream (appros) and downstream (distribution) while each has its own evolution.

Clarification by insisting this week on the intercontinental and downstream (distribution). What are the two areas characterized at this time by a shift in the centre of gravity of the assets to play in the future. Soon, we will return to the classic approach: upstream (appros), according to the French firm Hemeria, representing on average 500 euros of logistics cost per vehicle.

How control of the maritime will dominate terrestrial flows

27 And 28 June 2006, master routing maritime to dominate also terrestrial vehicle flows will be one of the themes of Exchange private Conference Automotive Logistics held in St. Petersburg. The Isemar French Institute said: "the maritime transport of new vehicles was started on an industrial basis until the end of the 1950s and is really organized in the 1970s with the rise of the Japanese automobile around the world." It was the arrival of specialized vessels CCP (Pure Car Carriers) in 1970, then PC & TC (Pure Car & Truck Carriers) in 1977. At the same time, there are more in the world, a dozen of vehicle manufacturers which have few or no. Production is concentrated in Asia with more than 70 of exports and, to a lesser extent, saw the emergence of areas producing as the European and NAFTA.

In 2006, the whole frisera the 20 million vehicles to transport by sea. 50 In the long course (deep sea) and 50 in cabotage (short sea). In the first case, he must align tens of ships-garages and each costs on average 65 million of $ US for a capacity of approximately 6 500 vehicles. After such an investment, specialized shipowners intend to dictate their law on the end to end land and sea. Hence of the clusters, mergers or alliances various perspective.

The actors that will rely more on the market of end end

The long course (deep sea), the world market was immediately captured mainly by three Japanese groups (NYK Line and MOL K) as well as by two Norwegians (Wallenius and Wilhelmsen). The Norwegian pole became Höegh-Ugland Auto Liners (HUAL) in 1970, then Leif Höegh Autoliners early 1990s. Including recent initiatives, it is a fairly concentrated offer (see table below). The "other" line includes commitments to manufacturers, for example via Toyofuji Shipping, Nissan Car Carrier, Hyundai Merchant Marine, Fiat Grimaldi, etc.

In terms of the coasting trade (short sea), Europe (British Isles, Scandinavia, Finland, Atlantic, Mediterranean) is a very active area. Key players: the Group United European Car Carriers (sino-norvégien) with 40 of market, then (germano-japonais) Kess, Toyofuji (Japanese), DFDS (Danish), Cobelfret (Belgium), (Spanish) Trasmediterranea, Grimaldi (Italian), Louis Dreyfus shipowners (French), Neptune (Greek), etc.

The strategy of Wallenius Wilhelmsen (WW) is school

The Norwegian maritime group WW has shown the way by extending its right of way from the end to end via the purchase of services, including Richard Lawson Auto Logistic in Europe, then Distribution Auto Service (ex-Nissan) in the United States. Not to mention the 40 of the capital of the CAT in France. To the point that the last few months, the name became Wallenius Wilhelmsen Logistics (WWL). A symbol, but especially a strategy that will make school among other major maritime sector groups. The find ourselves in the article which will be dedicated to logistics automotive upstream.