EDITION THREE 2011

HEADLINES

Container freight volumes are on the rise Approval for bonded warehouses in Sundsvall and Ume Wind power and project shipping in focus

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scatransforest.com

uNcertaiN times = opportuNities

Over the past six months, concern about a new global crisis has risen sharply. In fact, looking at the stock markets around the world, could the crisis already be here? After all, the value of listed companies has plummeted. There is certainly cause to take these concerns extremely seriously. At the same time, however, the economy is doing just fine in a number of segments and in several countries. We do ourselves a disservice by being over-pessimistic! The fact that we recently survived the financial turbulence of 2008 means that we have recent experience, and are therefore better prepared mentally to handle a new financial crisis. As far as SCA Transforest is concerned, we have to continue improving our efficiency and our services so that we can keep our existing business on a competitive and profitable footing. We naturally have a major advantage in the fact that SCA is continuing to invest in its Swedish industries with a view to driving up competitiveness. These industries make up a large part of our customer base. However, it is clear that we have to look beyond our existing business and try to identify new opportunities exploring ideas that will gradually reposition us in more profitable territory for the future. Times of uncertainty and change are not just a threat. They also throw up opportunities. Openness to new thinking and new solutions is rarely greater than during difficult times. Now is the moment to consider amending processes internally within the company, or finding new partnerships, customers or products that we have not had before. This is entirely in line with the greater focus that SCAs group management is currently placing on upping the pace of innovation and business development work within every unit of SCA. And that is what we are committed to, as we develop the Transforest of tomorrow!

New productivity record at iNterforests termiNals

2010 saw efficiency improve at all of interforests terminals by 13 percent on average and the efficiency work continues. that is 92,000 fewer working hours, which is a huge improvement, Text: Carl Johard. Photo: Per-Anders Sjqvist says magnus svensson, ceo of sca transforest.
The comprehensive efficiency drive started in 2009, as a consequence of the sizeable drop in volumes caused by the previous financial crisis. We lost 12 percent of our volumes and had to draw up a plan to tackle that problem. We took a range of measures at the time and have consistently stuck to the plan ever since. There is great potential for further improvements, and were working on that now, comments Magnus Svensson. New IT system One key efficiency measure was the installation of STEAM, an umbrella term for a range of systems at the terminals, including the Warehouse Management System (WMS). Weve got it to work really well and certain changes to the way of working have already occurred, such as improved warehouse planning. Instead of planning for goods handling during one shift, the planning is ongoing, whatever the shift. This means that as soon as a space becomes available, it can be filled immediately instead of four to eight hours later. This can considerably cut down on the amount of driving and time, says Magnus Svensson. We can also store much more than before in our existing warehouses. The next step will be to introduce task management. We always get slack times at various stages of the transport process. As it stands at the moment, if there are five minutes to spare when a forklift driver is unloading or loading lorries, he has to wait until the next lorry. The new

The ambitious work at Interforests terminals continues with tough new efficiency goals.

task management system improves the overview of everything that needs doing. This means that the forklift driver can carry out other tasks nearby during slack periods, explains Magnus Svensson. Tough efficiency goal SCA Transforests goal for 2012 is to reach 25 tonnes per man hour for its blue-collar workers, which corresponds to around 21 tonnes if the white-collar workers are also included. For 2015, the goal is 30 tonnes per man hour for bluecollar workers, corresponding to around 26 tonnes including white-collar workers. Ume, the terminal that has gone furthest in its efficiency work, is already nudging the 2012 goal of 25 tonnes per man hour. Interforest Terminal Sundsvall and Interforest Terminal London are not far behind.

Magnus Svensson, President

Our aim is to achieve the same efficiency level as land-based distribution centres. Although they may have it easier with a more even workload of waiting lorries instead of arriving ships, there is still no real reason why we cant attain the same efficiencies as our land-based colleagues. Our major challenge is to smooth out the peaks and troughs of work between ships, says Magnus Svensson. In these times, it is vital for us to increase our efficiency, our capacity and our profits. Over recent years, wage and fuel costs have risen sharply, while at the same time customers have been loath to accept any large price rises in a more strained market. Our ambition is to grow and attract more volumes in the future, based on a platform of high efficiency.

Publisher: Nils-Johan Haraldsson +46 60 19 35 30 Editorial staff: Mikael Hgstrm +46 60 19 35 55, Henrik Flldin +46 60 19 36 20, Bjrn Lyngfelt +46 60 19 34 98 Lena Zettervall 060-19 35 27 Editor: Carl Johard +46 70 883 88 10. Cover photo: Per-Anders Sjqvist. Translation: LanguageWire. Production: Frosting Kommunikationsbyr. Printing: Prinfo Accidenstryckeriet. Inlay: SCA GraphoCote 90 gram. Cover: Cocoon gloss 200 gram. Please submit any comments about New Ways to: SCA Transforest AB, Box 805, SE-851 23 Sundsvall, Sweden. Tel. +46 60 19 35 00 info@scatransforest.com

imperial shippiNg takes over operatioN of scas three ships

sca transforest has signed a new management agreement with the swedish-British company imperial shipping, which will take over the operation and maintenance of its three ships mv strand, Text: Carl Johard. Photo: Henrik Flldin mv ortviken and mv obbola.
Lars-Arne Inberg, CEO of Imperial Ship Management.

For three years from 1 December, we will be responsible for the crewing and the technical operation of the ships, which will involve purchasing spare parts and materials and maintaining compliance with international safety systems, explains Lars-Arne Inberg, CEO of Imperial Ship Management AB. The SCA ships are extremely interesting. We see this as an exciting challenge that suits our company perfectly, giving us greater stability for our newly launched business, while also expanding our expertise and our collaboration.

Specialists in the forest industry Imperial Shipping whose head office is in London owns and operates 13 RoRo and general cargo ships of its own, mainly ranging in size from 6,00035,000 DWT. Since 1999, Imperial Shipping has also owned the historic Swedish Orient Line Shipping Company, which is based in Gothenburg. Together with the Swedish Orient Line, Imperial Shippings vessels ship cargoes from Northern Europe to Southern Europe and North Africa, with a broad spectrum of project and contract cargoes shipped around the world.

We have a number of vessels that load up and transport forest industry products from the Baltic Sea to the Western Mediterranean. We also have two of our ships chartered out to Stora Enso, running between the Baltic Sea and Europe, says Lars-Arne Inberg. Imperial Ship Management A few years ago, Imperial Shipping set up Imperial Ship Management AB, which is also based in Gothenburg and is responsible for operating and maintaining the shipping lines own 13 ships. The fleet is made up of six general cargo ships and seven RoRo vessels.

We began life as an internal ship management company for our own ships, but in spring 2011, the board decided to start offering our services externally. We consider ourselves experts in operating and maintaining RoRo in particular. On 1 September, we signed a management agreement with Norwegian Car Carriers, owners of MV Helena, which is chartered to Holmen. And now we have also signed a similar management agreement with SCA Transforest to cover their three ships. This complements the other contracts we have very well, and we hope to be able to develop further

business with SCA in the future, comments Lars-Arne Inberg. OSM leaders in crewing Imperial Ship Management has chosen to subcontract all crewing of its own and contracted ships to the Norwegian company OSM Crew Management, an independent supplier of marine services. OSM offers ship management, crew management and consultancy services, as well as navigation and engineering solutions and financial planning. Founded in 1989 in Arendal, Norway, the OSM Group is now responsible

for crewing a fleet of 430 ships and offshore platforms around the world. The company, which employs over 7,000 people from 30 different countries, has 21 offices globally. As part of our management agreement, all the crew on SCAs three ships have the option of leaving the previous owners Transatlantic on 1 December, to take up employment with OSM Transforest, a company jointly owned by SCA and OSM, concludes Lars-Arne Inberg.

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5 NEW WAYS

coNtaiNer freight volumes set to coNtiNue growiNg

container freight volumes are on the rise globally, not least to and from interforests terminals. were seeing growing container volumes right now, mainly due to a jump in ocean volumes from sca and Text: Carl Johard. Photo: Henrik Flldin external customers, says magnus svensson, ceo of sca transforest.
To meet this demand, weve already taken on a slightly larger container ship, on a time charter, for the UmeSundsvall-Rotterdam-Stockholm route. That ship departs every ten days, but we have also taken on another 13 extra container ships since the beginning of the year, explains Magnus Svensson. The unrest in North Africa caused a drop in shipments there for a while. Instead container shipments to Asia increased. In Egypt the immediate crisis is now over and trade is up and running again. Since the earthquake, there has also been an increase in exports to Japan. Continued upturn Magnus Svensson predicts a sustained rise in volumes for container freight. When economic activity tails off and customers in Europe are unable to purchase the industrys output, container exports usually increase. The growth in Asia makes sales possible there, as it becomes more problematic to secure sales on the domestic market. We therefore believe that ocean freight from Europe will remain relatively strong due to the fact that markets such as Italy, Greece, Spain, Portugal, Ireland and to some extent the UK are a little sluggish. We have also seen smaller volumes to the US in recent years. New markets New markets for SCA Transforests container freight are also on the brink of opening up. The container systems have become large and efficient, so we have also started containerising flows that are not ocean freight. Weve started taking containers to Ireland, for example. We may switch to container freight to other such markets that are not all that far away, such as the Mediterranean and North Africa, says Magnus Svensson. A major advantage of containers is that you dont need to fill a whole ship. With containers, you only need to ship 25 tonnes instead of gathering a few thousand tonnes to get a reasonable freight level. It can be a good way of breaking into a new market. Another change is that SCA Transforest has seen strong growth in intermodal shipments by rail across the Continent, chiefly from Rotterdam to Eastern Europe. For certain destinations, it has proven highly cost-effective to transport containers by train and then transfer them to trailers for the final stretch by road to the customer. This is an exciting development and it shows that we are on the right track in gradually adapting our terminals to create an efficient interface with the intermodal transport systems, concludes Magnus Svensson.

iNtroduciNg autostore for more efficieNt coNtaiNer maNagemeNt

in a drive to manage container flows within a single system, sca transforest is currently installing autostore, a brand new British container management system, at all its terminals. the whole idea of the project is to make container management easier, dispensing with the manual registration process that we have today and reducing the risk of registration errors and faulty deliveries, explains Text: Carl Johard. Photo: Henrik Flldin peter eriksson, logistics and environmental manager at sca transforest.
Autostore is being supplied by British firm Central Systems & Automation, which is based in Leicester. This is a standard system that is already in operation in a few locations around Europe, but we have made a few minor modifications to suit our business, says Peter Eriksson. All containers have their own 11-digit container number. By the time a container arrives at the terminal, we already have the information on it, so when it comes in we confirm that it has arrived and that it really is the right container. Any movement of the containers within the terminal is then carried out according to predetermined rules. When a container is scheduled to be stuffed (loaded), the person driving the truck called the reach stacker is told by the system to fetch an empty container and then drive it to the stuffing site. Once the stuffing is completed, the driver receives a new message to take it away for storage, relates Peter Eriksson. The same system is also used to create loading plans for ships. Major benefits One major benefit of Autostore is that SCA Transforest can use the same system at all its terminals. The shipping department will have a much better overview of which containers are where and which ones have been in storage for a long time. Since we have to pay rent for containers after a certain time, its important to make sure that we load up the right containers. The system also makes the administrative processes much easier. There is every indication that container volumes will continue to increase in the future and now we will be able to handle this without needing to employ more staff. There are also major benefits for the customer. Above all, the containers will be handled much more safely and reliably. Being able to transfer all information electronically is both simpler and more secure. Start in the autumn Courses on Autostore have already been held for six superusers from the terminals in Sundsvall, Ume and Rotterdam and from the shipping department. These in turn will train the staff at their respective units. The plan is to start rolling the system out in autumn 2011. The shipping department and the terminal in Sundsvall will bring the system online at the end of October.

We aim to then have the system up and running in Ume in February next year and in Rotterdam by the second half of 2012, concludes Peter Eriksson.

Did you know. . .

Sweden is the worlds second biggest exporter of paper, pulp and sawn timber combined. Its pulp and paper industry is the third largest in Europe, after Germany and Finland. Sweden plays a crucial role in Europes supply of fibre, since the majority of its production is based on virgin fibre. Swedish pulp exports are also critical for the supply of raw material to paper manufacturers in countries such as Germany, Italy and France, while as much as a fifth of sawn timber consumed in EU countries is produced in Sweden.
NEW WAYS 6 7 NEW WAYS

Did you know. . .

in shipping, a container is usually a large, reusable box suitable for intermodal transport. Containers appeared in England in the mid-18th century in the form of large wooden crates for transporting coal. Then came specialist solutions for different transport needs. Loading the containers requires large cranes, which first arrived on the scene in the 20th century. In the mid-20th century, their use rose sharply with the introduction of various standards. The container system revolutionised goods handling globally, as infrastructure was created with suitable modes of transport and handling equipment, and the workforce shifted from stevedoring at the ports to working inland at the customer warehouses. This was one of the drivers behind globalisation. The purpose of the container was to make loading and unloading easier and get the carriers turned around as quickly as possible, to protect the goods from the weather, theft and damage in transit, to allow the use of different modes of transport along the logistics chain, such as lorries, trains and ships, and to create a temporary storage space, for example while awaiting shipment.

sca traNsforest gaiNs approval for BoNded warehouses iN suNdsvall aNd ume
sca transforest is launching a new service, storing uncustomed import goods at bonded warehouses in sundsvall and ume. these bonded warehouses allow the customer to hold off on customs clearance of imported goods until those goods are released for delivery from the terminal. Text: Carl Johard. Photo: Per-Anders Sjqvist payment of duties and vat is also delayed until the time of delivery.
When containerised freight is shipped northbound, on the Container Express route for example, many of the goods have not yet been cleared through customs. In official terms, these uncustomed goods are referred to as having T1 status and before they can be delivered to the end customer in Sweden transit arrangements have to be made and the goods given customs clearance. SCA Transforest has previously been unable to offer this service, but all that is set to change from October, in close partnership with Logent Customs AB. The Swedish customs specialist has expanded its bonded warehouse licence from Swedish Customs to include the two terminals in Sundsvall and Ume. Logent becomes agent In administrative terms, SCA Transforest will give Logent Customs AB advance notice of when the transited goods are on their way into the terminal by emailing
NEW WAYS 8

coNtaiNer feeder from swedeN to rotterdam coNtiNues

increased container volumes have led sca transforest to extend its agreement with flintercape for a further six months Text: Carl Johard. from october 2011 to march 2012.
The partnership has worked well in its first 18 months. We are currently developing our container traffic and have now agreed a new six month period with the Flinter shipping line, comments Lars Nolander, head of SCA Transforest Shipping Department. MV Flintercape, which was built in China in 2008, is owned by the Dutch shipping line Flinter. Since the end of February 2010, the new MV Flintercape has been servicing the Sundsvall-UmeRotterdam route. The cargo on board is coated paper for Japan, solid-wood products from nearly all the Norrland sawmills. On the north bound leg we are able to offer many different customers freight transport from Rotterdam to Stockholm, Ume and Sundsvall. We also take back numerous empty containers to be loaded up in Ume and Sundsvall, explains Lars Nolander. With the Container Feeder from Ume and Sundsvall, we have taken a considerable step up in vessel size, corresponding to the size that sails to other larger container ports around the Baltic Sea, says Lars Nolander. It is important to increase in size so that our customers in Norrland, who are a long way from their customers in Asia and South America, can be offered a reasonable price for their shipments. This can only happen by choosing a largersized vessel combined with containerised loads. It is important that together, we and our customers reach a critical volume in order to support a Container Feeder. Nobody can operate this volume of shipments from Sundsvall on their own.

a copy of the transit accompanying document. Logent Customs AB will keep logs of incoming and outgoing goods. When shipments with T1 status arrive, we tell Logent, which gives the goods an IG number and registers them in the goods logs, explains Peter Eriksson, Logistics and Environmental Manager at SCA Transforest. When the customer wishes to remove goods from the bonded warehouse, Logent Customs AB must again be informed. As our customs agent, Logent has to obtain customs clearance for the goods before we take them from the terminal for delivery to the customer, continues Peter Eriksson, who points out that these procedures only apply to the container volumes that pass through Sundsvall and Ume. As far as all other customs clearance is concerned, we will continue to take care of that ourselves.

Customer benefit The benefit of having a bonded warehouse in Sundsvall and Ume is that goods that come by Container Express from Rotterdam do not need to be cleared through customs until they are collected from the warehouse by the customer. We now have the facility to receive uncustomed container goods. This means that we can store uncustomed goods for our customers, without them needing to pay import duties and VAT during the period of storage. Once the goods arrive at their destination port, transit arrangements have to be made and this is something we were unable to do before. Now we can with our new bonded warehouse licence. SCA Transforest plans to have the new system of bonded warehouses implemented in Sundsvall and Ume during October.

AEO APPROVAL FOR . SUNDSVALL AND UMEA

SCA Transforests Swedish units in Sundsvall and Ume have now been awarded AEO accreditation by Swedish Customs. This accreditation is valid from 9 September 2011 and covers both security and customs clearance. Interforest Terminal Rotterdam has long been accredited to the same standard. AEO stands for Authorised Economic Operator and is a quality accreditation sanctioned by the European Union and other countries, including Norway, Switzerland and Japan. As an AEO, SCA Transforest gains smoother customs administration, simpler customs clearance and fewer security inspections of transported goods.
9 NEW WAYS

sca iNvests iN the future of ortvikeN paper mill

sca is investing sek 350 million in ortviken paper mill. the investment will increase the mills capacity to produce improved grades of newsprint and also strengthen scas profile as an industry leader on environmental issues. Text: Carl Johard. Photo: Per-Anders Sjqvist

more efficieNt freight BetweeN ortvikeN aNd the suNdsvall termiNal

K r i s t in a E n a

Text: Carl Johard. Photo: Per-Anders Sjqvist

Ortvikens PM5 paper machine is being reworked to produce higher quality paper. The capacity to manufacture highbright pulp is also being increased, and additional investments are being made in Ortvikens wastewater treatment plant. We are making these investments to expand the flexibility of our product mix, making us better able to meet customers requirements for products with higher levels of brightness, says Kristina Enander, Mill Manager at SCA Ortviken. The production of newsprint is set to continue. We will still be able to produce newsprint on PM5 for the markets with the best returns. Above all, the investment will make us more flexible, says Kristina. Several sub-projects The investment comprises several subprojects: - PM5 will have its wire and press section reworked to increase dewatering capacity. - Conversion of PM5 to neutral pH by installing new presses in the pulp factory. - New wash presses to increase bleaching capacity. - Extension of external water
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treatment by installing microflotation and expanding biological treatment. Improved quality The focus of this investment is on further quality improvements. Now we will also be able to produce better newsprint grades with higher grammages and brightness on PM5, explains Kristina Enander. These investments also enable us to enhance utilisation of our raw material. Spruce pulpwood from the north of Sweden is the best raw material in the world for producing publication paper based on mechanical pulp. We can also draw greater benefit from the investments we have made in new technology for mechanical pulp production. Strengthening SCAs environmental profile The investment also strengthens SCAs profile as an industry leader on environmental issues. SCA was among the first to offer Totally Chlorine Free products and was one of the worlds first paper manufacturers to

en.

following major investments in ortviken, sca has also chosen to invest in a new automated loading system for the paper mill. at the same time, stman transport is investing in customised trailers and trucks for internal freight between ortviken and interforest terminal sundsvall.
Having recently invested in a new packaging line, SCA Ortviken is moving forward with an automated loading project which involves partial conversion and the introduction of brand new equipment. The project started in March this year, and the system is set to be operational by April next year. Supplying the complete system for automated loading, which includes mechanical equipment, control systems, electrical equipment and their installation, is Gothenburg company Trancel, a specialist in customised fully automated systems for pulp and paper handling. The conversion will involve changing the control mechanisms in LWC1 for improved load consolidation and load composition as part of the ramp control system instead of in RMS. The goods will be directed to a number of loading ramps, and then the whole load will be pushed into the lorry in one go, says Urban Hggkvist, head of Interforest Terminal Sundsvall. The system also includes equipment that allows the driver and the terminal to see the status of the ramps and loading process. The system requires a whole different type of ongoing pre-sorting, which will improve the efficiency of the work considerably. Loading will run more smoothly after the conversion and installation work, making optimum use of the lorries. New lorries for internal freight Alongside this, Harry stman Transport, which took over internal freight between strand Pulp Mill, Ortviken Paper Mill and Interforest Terminal Sundsvall in June this year, is investing in new lorries and five specially adapted trailers. These new trailers, which are being built by Dutch firm Renders, will be higher and tailored specifically to this kind of internal freight. They will also have five axles, with a fixed mid-axle and steering on the other four. The five lorries have been ordered for delivery this winter. They will be ready for action in plenty of time before the test runs, which are due to start in March 2012. Bringing these on stream will give a further boost to the efficiency of our loading and internal freight transport, says Urban Hggkvist. Earlier this year, SCA Transforest signed a five-year agreement with stman Transport AB regarding internal freight between strand Pulp Mill, Ortviken Paper Mill and Interforest Terminal Sundsvall. The investment in new customised freight lorries was part of this agreement, which runs until 21 December 2016. Under the agreement, stman Transport takes responsibility for transporting the entire annual volumes of pulp from strand (580,000 tonnes) and newsprint and coated paper products from Ortviken (900,000 tonnes) to Interforest Terminal Sundsvall.

offer substantial volumes of FSC certified publication paper. In recent years, the use of renewable biomass for energy production has contributed to products from SCA Ortviken having a uniquely low carbon footprint. Good news for SCA Transforest This is also good news for SCA Transforest, which provides SCA Ortviken with freight services. This means that SCA Ortviken will be able to make extra products and thus keep itself at full production, which is great for us. It also shows a commitment on the part of the SCA management not only to invest in the environment, but in the existing factory with a view to maintaining production and increasing competitiveness long into the future, says Magnus Svensson, CEO of SCA Transforest.

11 NEW WAYS

we have to improve the reliaBility of our traNsport systems!

a commission of inquiry has been set up to examine the consequences of the eu and the imos sulphur directive, states the swedish transport administrations director general gunnar malm in this interview. he also reveals that he hopes next year to be able to launch two green rail corridors from stockholm via Naples to palermo and from oslo via gothenburg to rotterdam.
Text: Carl Johard. Photo: Trafikverket

there are in the system. In this context, we have said that we have to be prepared to bring forward the triangular track for Bergsker and Maland, and the Tunadal track, and this will be set out in the Swedish Transport Administrations new plan. This means that we will at least be able to start the planning earlier than 2019-21 although not before 2014. However, this requires political decisions first. There have been major problems in getting the new Bothnia line up and running. Have these problems now been resolved? We had teething problems with the Bothnia lines signalling system, but these have been ironed out. The next major development is to link the Bothnia line with the dal line to the south. We have also been forced to delay this, because the supplier has had major problems connecting up the signalling system. The project has been technically complex, with numerous level crossings along the dal line. The signalling system will now be connected by December 2011. Then we need to test the system and carry out safety checks before trains can begin running. When the dal line opens, we will have a modern rail link from Sundsvall to Ume. Logistically, how can we safeguard the Swedish export industrys competitiveness and reliability as suppliers? The big challenge we face is strengthening the routes already in place. We have to establish smoothly functioning nodes, where shipping can connect up with reliable rail systems and vice versa. We have to get all the modes of transport to work better together, and this is where the intermodal terminals and transport systems have a key role to play. We are currently examining which areas need to be given a boost to get to this position, and we aim to complete this work by spring 2012. We also possess various instruments that will help us to achieve the objectives we set.

In parallel with this investigation, we are improving operation and maintenance, not least on the railways. The robustness of the rail network leaves something to be desired and we are working intensely on that issue. Then there are always new needs arising not least from the growing mining industry. What are the Swedish Transport Administrations most important objectives and priorities with regard to the transport needs of Swedish industry over the next year and beyond? The major challenge is the robustness and reliability of the transport systems. Industry must be able to trust that the goods they send will arrive on schedule. We have to get to grips with the capacity problems, remove bottlenecks in the transport systems, establish functional intermodal solutions and support international freight transport. It is also important that we get in early in deepening our dialogue with industry. I do think that the needs of industry have moved up the agenda in recent years and there is considerable understanding of their wishes and problems at this time. We will never be able to satisfy all requirements, but we are trying to do as much as we can. In what way are you supporting international freight transport? Mainly on the railways, where we are working to bring about a number of green corridors down to Europe. The focus in Sweden is primarily on two corridors corridor C from Stockholm via Naples to Palermo, and the corridor that goes from Oslo via Gothenburg down to Rotterdam. We have recently set up a task force to drive this work forward. The aim is for at least one of these two corridors to be up and running during 2012. The intention is for there to be capacity on this rail route for trans-European freight traffic, with a specially adapted system of rules and regulations in place. There

will then be sufficient slots on the line and customers will not need to worry about the border crossings. This is a significant project and an important issue for Sweden, since we have such a sizeable international forest industry. What are green corridors? They come out of a European Commission initiative to develop a greener transport policy that meets the challenge of climate change and at the same time boosts the competitiveness of European industry. The features of the green transport corridor include sustainable and well integrated logistics solutions, harmonised regulations across national borders, a concentration of national and international freight on relatively long transport routes and efficient, strategically located intermodal terminals. In Sweden, the governments Logistics Forum has taken the initiative to develop these, and we at the Swedish Transport Administration have been asked to join forces with the Swedish Maritime Administration and Vinnova to form a secretariat to develop the concept of green corridors. There is already one corridor up and running the rail line from Amsterdam to Genoa, which passes through the Netherlands, Germany, Switzerland and into Italy. What is happening with the upgrading of the rail line between Sundsvall and Trondheim? The Merker line between Sundsvall and Trondheim needs extensive upgrading, not least on the Norwegian side. However, there are no plans at the moment and nothing is going to happen before 2015. On the Ore line to Narvik, however, we already have full utilisation of capacity. Here investment will focus on items such as sidings.

How will the EU and IMOs decision on limiting sulphur emissions in the Baltic Sea and the North Sea impact directly on the Swedish Transport Administration? What do you think the consequences will be for the shipping industry and the Swedish transport industry as a whole? I can only say that the decision exists. The indications I have received from the EU suggest that this is a firm decision and an issue that does not leave much room for manoeuvre. I am fully aware of and understand the forest industrys views on the problems this creates and the consequences it brings not least in relation to the skewed competition that arises. As recently as today, we met with the Swedish Maritime Administration to

discuss this very issue. Together, we have decided to jointly conduct a thorough impact analysis not simply to identify the increased costs for shipping, but also to get a handle on what consequences the current ignorance and knock-on effects may have. There is no time to lose, and this investigation must not take too long. It is important that we move forward quickly, considering the leadtime required for any decision on new tonnage and new technical solutions.

What is your view of the infrastructure developments around Sundsvall with the triangular track for Bergsker and Maland, and the upgrading of the Tunadal line. Can these projects be brought forward, bearing in mind that Tunadal Sawmill and Ortviken are planning major increases in production? They are part of the national plan, but they are not at the top of the list. Over SEK 160 million has been set aside for this in the plan for the period 20192021. There is also money set aside for the Port of Sundsvall and the Tunadal track for the same period. But we need further funds on the operational and maintenance side. Our task at the Swedish Transport Administration is to review capacity and identify what problems and shortcomings

Name: Lives iN: age: CurreNt post:

BaCkgrouNd:

FamiLy:

Gunnar Malm Borlnge, Sweden 61 Director General of the Swedish Transport Administration since 1 April 2010 Commissioner for inquiry into the formation of the Swedish Transport Administration and into high speed rail links, CEO of Arlandabanan Infrastructure AB, CEO of Translink AB, President and CEO of ASG AB, CEO of Swedcarrier AB, Deputy Director General and CFO of SJ and a large number of board appointments in transport and logistics Wife and two children

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13 NEW WAYS

coNstructioN work starts oN first 63 wiNd turBiNes

statkraft sca vind aB has now taken its investment decision regarding the first phases of the mrttjrnsberget and stamsen wind farms in Jmtland and vsternorrland counties in central sweden. to start with, this will involve erecting 37 wind turbines at the first farm and 26 at the second.
Text: Carl Johard. Photo: SCA

Statkraft SCA Vind AB, in which Statkraft has a 60 percent stake and SCA a 40 percent stake, has initially decided to erect 37 wind turbines with a total output of 85 MW at Mrttjrnberget wind farm and 26 turbines with a total output of 60 MW at Stamsen wind farm. Around SEK 2.5 billion will be invested in these first two phases of development. Work started on site at Mrttjrnsberget in August and Stamsen in September, with Stamsen set to be operational by autumn 2012 and Mrttjrnsberget by the third quarter of 2013. Weve now entered an intensive phase, with two large farms under construction, so it feels like we are finally on the road to realising the project that weve been working on since 2007, which will contribute to a better climate, says Jakob Norstrm, CEO of Statkraft SCA Vind AB. Wind power makes an important environmentally friendly contribution in the transition to a future low carbon society. We are very happy to start the construction of another wind farm, and to strengthen growth in a strategic focus area, adds Statkraft CEO Christian Rynning-Tnnesen. Ongoing procurement Statkraft SCA Vind AB has already started the procurement process for the new wind turbines. A deal has been struck with Siemens Windpower for the purchase and delivery of 63 turbines in total. A framework agreement with Siemens also provides a future option on 253 turbines for the planned wind farms. SIC Sverige has been contracted to build

Milan Kolar, head of wind power at SCA Energy

ke Westberg, Manager of SCA Energy

the access roads and the foundations for the turbines. We are looking to make the concrete using aggregate from the site, but the two wind farms will still require many lorry loads of cement and reinforcement bars. We also hope to be able to pump water up from boreholes on the farms, explains ke Westberg, Manager of SCA Energy. The tender to build the roads within the farms was won by Frlander Entreprenad in Hrnsand. Work has already started on the roads, with the foundation work due to start in the autumn and pick up pace during spring 2012, says ke Westberg. The procurement of other necessities such as transformers, power and freight services is ongoing. When it comes to the issue of freight transport by sea and land, discussions are underway with suppliers that include SCA Transforest.

Many bulky shipments The new wind turbines that Siemens will be delivering are made in Jutland, Denmark, and will be taken as project shipments by sea to a port in the Sundsvall region before being transferred by lorry to the two wind farms. The shipments will be extremely complex, since the rotor blades are 55 m long, giving the rotor itself a diameter of 113 metres. We are looking at 70-metre-long shipments by road, says Milan Kolar, head of wind power at SCA Energy. The towers are disassembled and transported in containers. We estimate 7-8 shipments per turbine. In total that amounts to almost 500 shipments in 2012 and 2013 just for the 63 wind turbines agreed on so far, states Milan.

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15 NEW WAYS

sca eNergy plaNNiNg 990 wiNd turBiNes 200 of them oN its owN
sca energy is fully embracing wind power. together with statkraft, sca has applied to erect 460 wind turbines in vsternorrland and Jmtland, with another 30 in the pipeline. in parallel with this, planning has started on erecting a further 300 turbines in partnership with Norways fred olsen and 200 turbines entirely on its own. this represents a total investment of over sek 30 billion.
Text: Carl Johard. Photo: SCA

Together with Statkraft, SCA has applied for permission to erect a total of 460 wind turbines and will soon submit an application for another 30, creating the capacity to generate 2.6 TWh in all at seven wind farms in the counties of Vsternorrland and Jmtland in Central Sweden. Three of the farms have gone to appeal at the Environmental Court of Appeal and a final decision on these is expected in November 2011. Of the six applications, three have been given the go-ahead: Mrttjrnberget, Stamsen and Raftsjhjden. Construction started in August As the appeal process continues, Statkraft SCA Vind AB has decided to start erecting 63 wind turbines on two of the farms Mrttjrnsberget and Stamsen. Work started at Mrttjrnberget in August this year and Stamsen in September. The plan is for the two wind farms to be up and running by autumn 2012 and the third quarter of 2013 respectively. A decision to start building the projects other 427 planned wind turbines may be taken during the first quarter of next year, following the decision of the Environmental Court of Appeal in November. In terms of investment and capacity, we can build and install 100-150 turbines per year, states ke Westberg, Manager of SCA Energy. Partnership with Fred Olsen Alongside its involvement in Statkraft SCA Vind AB, SCA has also entered into

partnership with Fred Olsen, with SCA owning a 40 percent stake in the planned wind farms. The plan with Fred Olsen is for 300 wind turbines in Vsternorrland and measurement masts have been set up in the chosen locations. Independent planning SCA has also decided to independently plan 200 wind turbines on land between Viksj and Graninge, north of Hrnsand. Here too work has already started, with measurement masts in place. Were currently carrying out feasibility studies and drawing up data for an application to the Environmental Court, a so-called Environmental Impact Assessment or EIA. Were taking wind measurements, documenting the bird of prey population and conducting a dialogue with the Sami people and other local residents, explains Milan Kolar, head of wind power at SCA Energy. SCA has not yet decided whether the company will also erect the wind turbines itself. At the moment, we are just planning out the area, so we can secure an environmental permit. These days, it makes sound financial sense to do the planning yourself. Once the farm has its permit, we have various options we can either sell off all or part of the project or we can choose to build it ourselves, says Milan Kolar. As far as the project with Fred Olsen and the independent project are concerned, construction will not start before 2014, with turbines then operational by 2015.

Partnership with SCA Skog Within the wind farms, only around 2-5 percent of SCA Skogs forest land will be used for wind power production and roads. The rest of the land in these areas can be used for forestry as normal. Its fantastic that we are able to combine two industries energy production and forestry in this way, with SCA Skog receiving revenue as the landowner and access to good transport routes. This also raises the value of our forest land, comments ke Westberg. In addition, the wind farms are estimated to generate employment to the tune of 34 full-time jobs per 10 wind farms. Major step for wind power SCAs well advanced plans in this field mark a major step forward for wind power in Sweden. There are currently 2,000 wind turbines in Sweden, which together generate 5 TWh. SCAs total of 990 wind turbines, planned in partnership with Statkraft and Fred Olsen or independently, would almost double the countrys wind power production. Just within SCA Statkraft Vind AB, we estimate production of up to 2.6 TWh, which amounts to around two percent of Swedens energy consumption at this time. With all our plans, we can get that up to five percent or more. Above all, we would then be able to match SCA Ortvikens annual demand for 2 TWh of energy, concludes ke Westberg.

siemeNs chargiNg up for maNy loNg proJect shipmeNts

siemens windpower has been chosen to provide 37 wind turbines for statkraft sca vind aBs wind farm in mrttjrnsberget and 26 turbines for the stamsen wind farm. this will require a large number of project shipments by sea and 520 superlorry shipments through central sweden starting in Text: Carl Johard. Photo: Siemens mayJune 2012.
We have signed a framework agreement with Statkraft SCA Vind covering 253 wind turbines. Of these, we have now received orders for 63 turbines, which is a huge and important contract for us. This is the biggest framework agreement in wind power ever signed in Sweden, states Hans Carlsson, head of Siemens Windpower in Sweden. World leaders in wind turbines Siemens Windpower is the world leader in offshore wind turbines, and one of the 56 biggest names in land-based turbines. Siemens moved into the field in 2004 with the acquisition of Danish company Bonus Vindkraft and its manufacturing base in Brande, outside Billund. Since then Siemens Windpower has grown from 800 to 7,000 employees, with factories in Denmark, the US, China and India. Over the same period, deliveries have risen from 500 to 3,000 MW, which equates to about 1,500 wind turbines per year. Brand new technology The wind turbines that Statkraft SCA Vind has ordered from Siemens are being built in Brande. The diameter will be 113 metres wide and the tower will stand 115 metres tall. The impressive size of the rotors and the power output are entirely adapted to the average winds on site. These turbines are designed for Swedish conditions and moderate winds, says Hans Carlsson. However, the big new innovation for the turbines on order is that they apply brand new technology, with Siemens drawing on its extensive expertise in manufacturing directdrive motors for the pulp and paper industry. The new turbines thus have no gearbox. After all, Siemens is also a world leader in electric motors and generators. Here, we have taken the really innovative step of switching

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17 NEW WAYS

wind turbines, we expect uptime in excess of 95 percent, says Hans Carlsson. Many jobs The wind turbines will generate many new jobs in central Sweden, during both their construction and operation. Were aiming to do as much of our procurement as possible locally. However, it has to be on commercially acceptable terms, adds Hans Carlsson. The major procurements faced by Siemens Windpower relate to installation and transport. Those are the basic services that have to be sourced. The installation, for instance, requires extremely large cranes that are able to lift 70 tonnes 150 metres up in the air. Many long shipments When it comes to the issue of transport, discussions are underway with suppliers that include SCA Transforest. Were shipping the wind turbines up to the Sundsvall region by sea and then on by road to the farms, says Hans Carlsson. The transport challenge is considerable, partly due to size the blades are 55 m long and the 70 tonne tower parts is four metres in diameter and partly to sheer quantity, since each wind turbine makes up eight lorry loads. For the 65 wind turbines already ordered, this means 520 superlorries on small roads through central Sweden, plus a significant number of project shipments by sea. However, the tower itself will not take up too much space, since Siemens has come up with a novel concept, where the tower is disassembled and transported in containers. Well be starting delivery in May June next year. The overland transport has to take place at night, accompanied by one vehicle in front and one behind with yellow flashing lights, concludes Hans Carlsson.

heavy truck headed for aitik miNe

in late august, sca transforests vessel mv ortviken shipped a 221-tonne mining truck called a cat 795f ac from rotterdam to holmsund on behalf of cetonia shipping. Text: Carl Johard. Photo: Piet Radder
The mining truck, which can carry 100 tonnes more than its predecessor, the Cat 793D, came in 31 different parts, all of which were loaded onto cassettes. The cargo was one of ten new Cat 795Fs that Boliden Mineral has ordered for its Aitik copper mine, currently Scandinavias largest open-cast mine and one of the largest copper mines in Europe. Boliden is investing SEK 5.2 billion in its Aitik 36 project to double the mines production volume from 18 to 36 million tonnes of ore per year. This involves extending the intended lifetime of the mine from 2016 to 2030 and increasing copper, gold and silver production, along with brand new mining of molybdenum, which is used in alloys.

This is the biggest framework agreement in wind power ever signed in Sweden, states Hans Carlsson, head of Siemens Windpower in in Sweden.

from a traditional driveline in the turbine to a direct-drive turbine. This framework agreement with Statkraft SCA Vind is a huge breakthrough for our new directdrive technology, with a major client giving their seal of approval. Increased uptime It is true that direct-drive turbines have been on the market for a long time, but they have tended to be enormous in both size and weight. What we are doing is delivering a direct-drive machine that is lighter and smaller than its predecessors, but with the same output. In traditional turbines with a rotor, drive axle, gearbox and

generator, the machine housing weighs 85 tonnes. The equivalent direct-drive machine of the same diameter from Siemens Windpower weighs in at 73 tonnes, explains Hans Carlsson. There are numerous benefits. The absence of a gearbox cuts down on the number of moving parts axles, cogs and bearings by 50 percent. Removing the component with the most moving parts reduces maintenance costs, and also increases uptime considerably over time. Gearboxes have long been a major sticking point for many manufacturers of wind turbines, although our robust offshore turbines have been spared such problems. With our new

MODEL: ..........................................................Cat 795F AC EnGInE MODEL: ............................................Cat C175-16 CyLInDERS: ...................................................................16 GROSS POWER: ................................................... 3400 hp DISPLACEMEnT: .........................................................85 L GROSS MACHInE OPERATInG WEIGHT: ...........570 tonnes nOMInAL PAyLOAD CAPACITy: ....................... 313 tonnes

TOP SPEED LOADED: ....................................................................64 km/h TURnInG CIRCLE CLEARAnCE DIAMETER: ................................ 38.7 TyRE FUEL TAnK: ....................................................................................... 7192 L OvERALL LEnGTH: .........................................................................15.146 m OvERALL TIRE WIDTH: ....................................................................8.966 m FROnT CAnOPy HEIGHT: ................................................................. 7.800 m

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19 NEW WAYS

uNique reportiNg BehiNd scas maNy eNviroNmeNtal successes

the long history and farsighted design of scas environmental reporting makes it utterly unique. for more than ten years, sca has used its renowned resource management system (rms) to measure and analyse emissions from its various facilities and freight transport around the world. this deep and committed work on sustainability has earned the group a number of accolades and wide international recognition in the environmental field.
Text: Carl Johard. Photo: SCA

levels for the companys emissions to air and water, as well as the consumption of electricity, fuel, freight services, water, raw materials and recovered paper. Over its ten years of continuous monitoring, the RMS system has had a direct positive effect on SCAs environmental impact. We are extremely proud of and pleased with the system. It has certainly been a major factor in our many environmental awards of recent years, says Patrik Isaksson. Greater interest from investors The ongoing RMS work is managed by the companys RMS network, which comprises around 15 people and is led by chairperson Ingela Keskitalo in Barcelona, Spain. A total of around 100 people from around the world are involved in the work, with every reporting unit having someone responsible for environmental reporting. Peter Eriksson, Logistics and Environmental Manager at SCA Transforest, is tasked with compiling data on the whole companys freight work, and is also part of the RMS network. This network, which meets several times a year, conducts analyses, continuous improvement work and preparations for the next years data gathering and reporting. Once all the data has been gathered and the calculations carried out, SCA produces various reports, for example on emission levels for carbon dioxide, nitrogen dioxide and sulphur dioxide. SCA then incorporates this information into its annual sustainability report, which also presents figures on energy and water consumption, as well as freight work in tonne kilometres. The report generates considerable interest: Investor are showing increasing interest in SCAs RMS data, since the report explains just how the company manages resources and impacts on the environment. The fact is that 23 percent of SCAs shares are held by owners with a keen interest in the companys sustainability work, comments Patrik Isaksson.

Reporting on freight SCA is a particular trailblazer when it comes to environmental reporting for freight transport. We are especially proud of our freight reporting. We gather freight data from across the whole SCA Group around the world, including how many tonnes are sent between different points, over what distances and by what mode of transport. This information, which covers all shipments of both finished goods and raw materials, is then imported into a large database, where it is processed based on emissions calculations from the Network for Transport and Environment (NTM) in Sweden. We believe that we are quite unique in having such a detailed system for the companys freight work, concludes Patrik Isaksson. NTM, an independent network for all parties involved in transport issues, has compiled emission values for all modes of transport by road, sea and rail.

Boom iN eco-frieNdly paper

The environmental certification symbol of the Forest Stewardship Council (FSC) is increasingly common on magazines and printed material. In Britain, use of FSC certified paper increased from 1 percent in 2008 to 7 percent in 2010. SCAs deliveries of FSC certified publication paper have increased substantially since it was introduced on the market at the beginning of the 2000s. 2010 saw SCAs Ortviken and Laakirchen paper mills deliver over a quarter of a million tonnes of FSC certified printing paper. Deliveries of FSC paper grew by 35 percent last year. Although the main demand is for magazine-quality paper, deliveries of FSC certified newsprint are also on the rise. Demand for FSC certified pulp from strand Pulp Mill remains high, with deliveries of FSC pulp exceeding 50 percent, as in 2009. Of SCA Timbers deliveries of sawn timber and finished products, 35 percent were FSC certified.

SCA was an early adopter of measurements to check the companys environmental impact. Back in the 1990s, the Group launched systematic measurements of the resources that the company used and its emissions to air and water. Initially, these covered all the factories and their processes, with freight added at a later date. It was at this point that the new Resource Management System (RMS) was created. Proud of the system This is far and away the most important part of SCAs environmental work. RMS allows us to understand the present and the future by analysing historical data from previous years. It is also a key tool for following up on the Groups overall objective in the environmental field. The fact that RMS has been subject to third party auditing over the past 10 years has increased the credibility not only of RMS but of all our communications regarding SCAs environmental work, states Patrik Isaksson who, as Director of Environmental Affairs at SCA, is ultimately responsible for RMS. RMS tells us whether we are doing better or worse than in the previous year. It also gives us exact

Patrik Isaksson, Director of Environmental Affairs at SCA

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21 NEW WAYS

uNcertaiN future over eu sulphur directive

right in the middle of the summer holidays, the european commission decided to begin the process of implementing the imos sulphur directive in a future eu directive. this may mean that for at least five to ten years, we will have 35 times tougher limits than our closest rivals in the region. the only really concrete thing we can work on up until 2016 is creating systems using larger ships that consume less fuel per tonne kilometre, states sca transforests ceo, magnus svensson, in this interview. Text: Carl Johard. Photo: Linda Snell
Did the decision come as a surprise to you? Yes, it was entirely unexpected. Now we face even more of an uphill struggle in terms of trying to rectify the matter in the future. Do you still think it is possible to get this decision changed? Yes, I do. Anything is possible in the wonderful world of politics. How does this decision affect SCA Transforests strategic planning? This decision affects every unit within SCA and we now have to seriously incorporate this into our future investment plans. Is sending shipments via Trondheim or some other Atlantic port an option? No, we dont think so. We have industries from Sundsvall all the way up to Pite and much of our volume heads for Lbeck and Rotterdam. The cost of transferring shipments to Trondheim would be far too high. It is therefore difficult to imagine any cost-effective option that involves the Atlantic ports. Is investing in scrubbers for the ships an option? No, the scrubber technology available today is not suitable for us. Simply investing in a scrubber that then releases all the sulphur-contaminated water into the sea makes no sense environmentally or economically. And if we have to carry the sulphurous water long distances on board the ships, we will lose load capacity. On top of that, there are all the conversion costs. How about LNG ships? With LNG, once again you have to convert the ships or buy new ones. What will that cost us and what will the price of LNG be in the future? These are two sizeable questions that first have to be resolved. There is a significant risk that the price of all types of energy is going to continue rising. Germany is set to close 12 nuclear power stations

and this is likely to drive up demand for all the alternative energy sources and fuels, including natural gas. So what will natural gas cost in the future? It is difficult to make a major investment and convert our ships without knowing where the price of natural gas is going to go. It might end up being just as expensive. Will freight be switched to road and rail instead? No, we dont think that will happen either. There is already limited capacity on road and rail, and there are still no solutions to the issue of increasing volumes on these modes of transport. There is an imminent risk that land transport prices will also skyrocket once the systems are at full capacity. So what are the remaining options? We and most other players will be following developments extremely closely, waiting to see what happens up until 2016, when the new EU Directive is scheduled to come into force in the Baltic Sea, North Sea and English Channel. It is going to cause extremely distorted competition. The rest of the world is required to go down to half a percent by 2020 a deadline that they have the

Magnus Svensson, CEO at SCA Transforest

option of postponing until 2025. We were never given any such leeway. For at least five to ten years, we will have 35 times tougher limits than our closest rivals in the region. There will not be much shipbuilding going on for the time being. We may though see the development of attractive technical solutions that steer us onto a particular course in the future. The only

really concrete thing we can work on up until 2015 is therefore creating systems using larger ships that consume less fuel per tonne kilometre. That challenge is going to become increasingly important.

sca iNvests iN Brazil...

SCA is acquiring the Brazilian hygiene products company Pro Descart. The purchase price corresponds to SEK 450 million on a debt-free basis. The company has annual sales of SEK 360 million. Brazil is the most highly populated country in South America, with 190 million inhabitants and favourable economic growth. The market for hygiene products has good potential, not least in incontinence care products, which have shown double digit growth. Pro Descart is a family-owned company focused on incontinence care products, but also sells baby diapers and wet wipes. The company has around 400 employees.
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...aNd grows iN turkish hygieNe market

sca has acquired 50 percent of the turkish hygiene products company komili from yldz holding, the largest food group in turkey. the purchase price corresponds to sek 308 million on a debt-free basis.
Komili is currently the fourth largest producer of baby diapers and feminine care products in Turkey, and also has operations in associated product areas such as wet wipes, soaps and shampoos. The company will operate as a joint venture between SCA and Yldz Holding. The acquisition includes local production and access to a strong distribution network in the country. Komilis annual sales are approximately SEK 530 million. SCA has also acquired 95 percent of the Turkish hygiene products company San Saglik, producer of incontinence care products, from the family-owned MT Group. The purchase price corresponds to SEK 95 million on a debt-free basis. San Saglik has rapidly captured market share since the company was founded in 2008, and is now the second largest player in incontinence care products in Turkey. The acquisition comprises local production and access to strong brands. San Saglik generates annual revenues of approximately SEK 100 million.

sca coNtiNues to Be iN the sustaiNaBle gloBal top

SCA has qualified for the eleventh consecutive year for the FTSE4Good global sustainability index. FTSE4 Goods review proved again that SCA has a strong sustainability strategy. This time SCA got 98 points out of possible 100 in FTSE4Goods rating. During 2010, SCA began the installation of a lime kiln at the strand pulp mill in Sweden which will cut carbon dioxide emission by 80% and we have released a new global hygiene supplier standards, to name just two examples, says Marita Sander, Sustainability communications manager, SCA. Its of great value to us that our commitment is being recognised by independent evaluators.

sca wiNs export award iN germaNy

SCAs hygiene operations in Germany are this years winner of the Swedish Export Award. Since 2003, the Swedish Export Prize has been awarded each year by the Swedish Chamber of Commerce in Germany and the Swedish Trade Council in cooperation with the Embassy of Sweden in Berlin. SCA is represented in Germany with hygiene brands TENA (incontinence care products), Tork (away-from-home hygiene solutions), Tempo (toilet tissue and handkerchiefs), Zewa (toilet paper and kitchen rolls) and Danke (toilet tissue).

persoNal care starts at iNterforest termiNal rotterdam

With no doubt the most adapted fluff pulp warehouse in any of Europes main ports, we are not shy to call ourselves fluff pulp experts. To ensure the high hygienic standards that fluff pulp demands, we have a dedicated super-clean warehouse with dock boards for trucks and containers. Whether the fluff pulp is containerised or on a break bulk vessel, we can offer a complete service from arrival in Rotterdam all the way to your customer. Our prime location, with excellent sea and rail links, and our network of hauliers enable us to find the best logistics solution for your fluff pulp. Of course, all other types of forest product enjoy the same high service level as fluff pulp does.
WE SHARPEN yOuR COMPETITIvE EDGE

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info@scatransforest.com