KEY FIGURES SALES REVENUES IN EUR MILLION OPERATING RESULT IN EUR MILLION ANNUAL NET PROFIT IN EUR MILLION EMPLOYEES (FTE) NUMBER OF CONSIGNMENTS

Transcription

1 ANNUAL REPORT 2015

2 KEY FIGURES ANNUAL REPORT 2015 SALES REVENUES IN EUR MILLION OPERATING RESULT IN EUR MILLION ANNUAL NET PROFIT IN EUR MILLION EMPLOYEES (FTE) NUMBER OF CONSIGNMENTS 978, ,694 NATIONAL TRANSPORT 201, ,676 INTERNATIONAL TRANSPORT 776, ,019

3 CONTENTS OVERLAND DIRECTLY TO SWEDEN ALTERNATIVE TRACTION RBH Logistics GmbH has been providing traction services for Kombiverkehr since February 2015 more on page 27 EMISSIONS CALCULATION AS PER DIN EN Kombiverkehr changes database and balance method to European standard more on page 41 The Øresund Bridge offers an alternative to ferry transport from Germany to Scandinavia more on page 21 EXTENDED ONLINE BOOKING It s safer and easier to book online more on page 35 FOREWORD 4 BUSINESS DEVELOPMENT Volumes and financial development 10 SERVICES Intermodal networks 18 National transport 19 International transport 20 INTERMODAL LOGISTICS MANAGEMENT UIRR 34 Operations 37 Private traction 37 Wagons 38 Terminals 39 PERSONNEL Personnel development 46 Organisation chart 47 ANNUAL FINANCIAL STATEMENTS Balance sheet 50 Profit and loss account 51 Audit certificate 52 APPENDIX Corporate institutions 56 Equity interests 60 IMPRINT 62 2 ANNUAL REPORT

4 FOREWORD HIGHEST VOLUME OF CONSIGNMENTS FOR FIVE YEARS IN SPITE OF DIFFICULT CONDITIONS Armin Riedl, managing director Robert Breuhahn, managing director The 2015 financial year ends on a conciliatory note and with a positive result for Kombiverkehr. In an eventful year dominated by unusual circumstances such as strikes, bad weather and a generally tough situation at our biggest partner DB Cargo, the intensive development of the market ultimately led to a total increase in traffic of 5.8 per cent, thus bucking the general trend in the rail freight transport sector. As in the previous year, international transport played a key role here. Thanks to new products and new shipping routes in international waters, we managed not only to maintain transport volumes at the level of 2015 but also to increase them by a steady 7.7 per cent. In total, therefore, Kombiverkehr transported more international consignments than ever before even in the record years prior to the economic crisis. We continued to extend the international CT network, thus giving our customers guaranteed access from a single source to the densest rail transport network in Europe today. It is equally gratifying to note that we were able to increase the volume of transport on all four international axes: these are described in detail in the following sections. The saying European transport solutions from a single source is more true for Kombiverkehr than for any other provider in the industry. One of the factors in the success of our network is without doubt our long-standing partnerships throughout Europe. Cooperation on train products, the integration of ferry operators, new partnerships in various European countries: all of these factors underpin the diversity and stability of our products and services. With stable partnerships and the densest transport network in the whole of Europe, we offer our customers European transport solutions from a single source. Yet again, our volumes in the national de.netdirect+ network ran counter to this trend during the past financial year. We have recorded a continuous decline in consignments shifted back onto the roads in this market segment since Whilst international transport is subject to fierce competition on price and performance between CT operators all over Europe, and consignment volumes are therefore moved around between competitors here, we know that the lost volumes in the national segment are predominantly shifted onto German motorways. We estimate that the train drivers strikes at the beginning of the year made a significant contribution to this trend. We were certainly well prepared and organised for these strike days together with our partner DB Cargo and were largely able to maintain our services in the national network. 4 FOREWORD 5

5 With the strike having dragged on since the end of 2014, however, both the forwarding industry and the carriers played it safe in many cases by shifting their consignments back onto the roads as a precaution. We could have offered spare capacity, but the permanent threat of further strikes and uncertainty as to the duration of the strike damaged the confidence of forwarders and carriers in our products. We would like at this point to thank our customers who kept faith with us during those difficult and nerve-racking days: their consignments played a key role in helping us to keep our Kombiverkehr network intact to the greatest possible extent throughout the strike phase. Once again, there was evidence in the road transport market that these volumes could be handled without any problems on Germany s roads, both in terms of available capacity and the existence of advantageous conditions, such as the extremely low price of diesel. The fact that the quality of services provided in the rail freight transport sector in 2015 was unsatisfactory for all companies involved in the transport chain is in many cases related to the condition of the German rail network and also failed to give momentum to existing services and to the development of new ones. It is therefore all the more to our credit that we succeeded, together with our partner and shareholder DB Cargo, in implementing an operational alternative that our customers have been demanding for a long time. CT trains with traction provided by RBH Logistics GmbH, a subsidiary of DB Cargo based in Gladbeck, have been operating on selected routes since February During the launch phase we asked RBH to take over the shipments to eastern Europe, a tough remit in terms of both quality and operations. We were amazed at the high levels of punctuality achieved by these trains shortly after the change of traction. The result: quality pays off! Since switching operations, we have managed to increase volumes on these routes again. We realise that this measure cannot be the only way of stabilising the quality of our services. We will of course also be reliant on the high operational efficiency of DB Cargo in the future. We are however firmly convinced that our network, which is already one of the best in Europe, can be further improved by choosing the right type of traction for the respective shipment. More train packages were taken over by RBH towards the end of the 2015 financial year and we are optimistic that this will mark another turning point on the road to better quality. Many of our holdings have enjoyed an equally successful financial year. The companies all made positive progress in 2015, not only in terminals and traction but also in the container transport segment, which is growing slowly but steadily through Optimodal. Some holdings were faced with temporary financial problems, but these tended to be caused or influenced by external factors, one example being the non-availability of infrastructure at a terminal. We can certainly say that we found the general economic conditions to be satisfactory over the past financial year. Once again, the growth of the transport industry and hence of our products was driven by the economic situation and German efficiency. The eco nomic recovery of many partner countries in Europe ultimately helped to ensure that a substantial volume of freight was acquired in the European eu.netdirect+ network. In contrast, the compe titive environment between road and rail changed to the detriment of the rail freight transport sector. Several reports in the past financial year demonstrated that the cost burden of our service providers essentially railways and wagon controllers is rising disproportionately, whereas a favourable climate has been created for long-distance road haulage: the main reasons for this are the unexpected and protracted fall in the price of diesel and the reduction in road tolls in individual European states. We have tried repeatedly to raise this issue at numerous events, in presentations and in individual conversations in a political setting. Sadly, like many of our colleagues, we remain unheard. The cost gap is gradually widening due to a variety of factors. These include wagon controllers outlay on efficient noise reduction (certainly a wise move in terms of society s acceptance of rail freight transport), the costs to the railways of the uncoordinated introduction of the ETCS train safety system with its respective country-specific versions, and the additional energy levy imposed by the Renewable Energy Law (EEG) on the railway, a mode of freight transport with low CO 2 emissions. The result: nearly all the railways in Europe are fighting for financial survival whilst policy makers, especially in Germany, stand by and do nothing. Transport policy makers even appear to have lost sight of the climate protection goals which are set down in the coalition agreement and provide for a reduction in greenhouse gas emissions of 40 per cent by 2020 compared with levels in According to every forecast, it is highly unlikely that this target will be reached by 2020! And the transport sector, which accounts for around 18 per cent of greenhouse gas emissions in Germany anyway, is the only sector that has been unable to reduce its emissions since Rather than rely on a transport system that is already low in emissions and able to convey goods over long distances very efficiently, rather than have policies that help shift transport from the roads to the railway by reducing government-imposed costs for example large amounts of research funding are spent on electromobility and new road concepts. The only transport policy measure that benefits the railway, i.e. funding for the construction/ upgrade of transshipment facilities which has now been in force for seven years, has long been insufficient for creating a fair and equal competitive environment. European and national policy makers need to act as quickly as possible here in order to ensure that the rail freight transport industry does not fall behind as a result of this unequal cost burden. All the experts agree that the price of diesel will not remain at this low level in the medium to long term; the problem of drivers is not resolved despite a sharp increase in cabotage operations on German motorways, mostly by east and southeast European companies; health and safety regulations for truck drivers are certain to be tightened in future. National economies with high levels of industrial production need environmentally friendly, marketable and high-quality Combined Transport! It is for this reason that we will continue to work hard over the next few years to expand our network and provide transport capacity for our customers. We will develop new block train concepts but not neglect to improve our range of services in existing markets and especially in national transport. Logistics 4.0 will of course play a key role here. We want our range of services to be better integrated into the information chains of the logistics industry and optimise the interfaces between service providers and end customers. The successful launch of compulsory online booking in April of this year and its enhancement for the transmission of order information via B2B interface are further major steps towards process simplification. Robert Breuhahn Armin Riedl 6 FOREWORD 7

6 BUSINESS DEVELOPMENT BUSINESS DEVELOPMENT WITH 978,095 CONSIGNMENTS DELIVERED TO THEIR DESTINATION In the past financial year 7.7 per cent more truck consignments than in 2014 were transported in the international eu.netdirect+ network. It was therefore possible to generate a record result overall despite the situationrelated decline in the national de.netdirect+ network. 8 BUSINESS DEVELOPMENT 9

7 VOLUMES AND FINANCIAL DEVELOPMENT MARKET LEADERSHIP STRENGTHENED Kombiverkehr significantly increased the volume of consignments in unaccompanied Combined Transport in the 2015 financial year. In total, 978,095 consignments were transported by rail in Europe s biggest network. This represents an increase of 53,401 truckloads or 5.8 per cent compared to Converted into TEU (Twenty Foot Equivalent Unit), the volume of consignments shifted by Kombiverkehr amounted to over 1.96 million TEU during the period under report. The basis for the biggest jump in consignments for five years was the growth in transport volumes in the international eu.netdirect+ network. With a total of 776,392 truckloads, Kombiverkehr achieved an increase of 7.7 per cent on these routes 55,373 more than the previous year. Never before has Kombiverkehr transported so many consignments in international Combined Transport, not even in the record-breaking year of In contrast, the national de.netdirect+ network suffered the repercussions of the pro tracted strike action taken by the GDL train drivers union in Germany. The consequence of this was a slight fall in volumes of 1 per cent or 1,972 consignments in 2015 compared with The quantity of goods carried on Kombiverkehr s trains rose by 5.5 per cent to 22.7 million gross tonnes. An even more substantial increase was chalked up for transport output, which improved by 7.6 per cent to around 18.3 billion tonne kilometres. During the year under report (2015), the transport of containers, swap bodies and semitrailers in the CT network relieved Europe s trunk roads of 3,912 truck journeys a day and hence a total of 785 million vehicle kilometres. The consignments covered an average distance of 803 kilometres by rail at the same time. This equates to a rise of 2.1 per cent on the previous year and confirms that intermodal solutions for long distances are becoming increasingly attractive to forwarders and carriers. By opting to use Kombiverkehr s intermodal services, our customers also help to protect the environment. Harmful CO 2 emissions were cut by around 1.1 million tonnes. VOLUME OF TRANSPORT IN CONSIGNMENTS* 1,000, , , , ,000 Accompanied transport National unaccompanied transport International unaccompanied transport * One consignment corresponds to the capacity of a truck or semi-trailer. 10 BUSINESS DEVELOPMENT 11

8 VOLUMES AND FINANCIAL DEVELOPMENT BIG INCREASES IN INTERNATIONAL CORRIDORS The upward trend in the volume of consignments during the 2015 financial year largely bears out the forecasts drawn up by Kombiverkehr in the last quarter of Based on more favourable economic data for Germany and some southern European countries, these assumed a healthy growth in consignment numbers. At this point in time, however, there was no way of foreseeing whether and to what extent the disproportionately rising costs compared to end-to-end road haulage in the rail freight transport sector, especially for lines and energy, would have negative implications. In fact, the recovery in the European economic area was strong enough to make up for the worsening competitive situation in Combined Transport, which was still being exacerbated by the rapid fall in diesel prices. Kombiverkehr recorded an increase in the volume of consignments in all cross-border transport corridors compared with In the southern European market segment the strongest area of business in eu.netdirect+ with a share of 42 per cent or 413,936 transported truckloads 2.2 per cent more freight was moved by rail. It was possible to gain ground here for the first time since 2011, despite a fiercely competitive market environment in traffic with Italy via Brenner. By improving capacity utilisation on existing trains, Kombiverkehr increased the volume of consignments on this alpine corridor by 3.9 per cent. There was continued growth, albeit not at the same high rates as in previous years, on the Tauern corridor linking Germany with the eastern Mediterranean via the Italian Adriatic ports of Trieste and Venice. Kombiverkehr achieved a very high rate of growth in cross-border traffic between Germany and northern Europe. By expanding existing services, the company chalked up an increase of 29.6 per cent on the trains that operate via the Baltic Sea ports and on the fixed crossing. Particular mention must be made here of the volume of traffic with Sweden, where the number of consignments more than doubled during the period under report. Kombiverkehr moved 11,500 more consignments than the previous year in the transport corridor between Germany and the countries of central and eastern Europe. The basis for this growth was the traffic with Poland and the Czech Republic/Slovakia, which achieved above-average rates of increase at 73.3 per cent and 25.5 per cent respectively. In order to offer customers high-quality and reliable intermodal services in a fiercely competitive market environment, Kombiverkehr changed the production concept together with Deutsche Bahn at the beginning of the year under report. RBH, a subsidiary of DB Cargo and hence responsible for providing the traction for our trains to and from Poland and the Czech Republic, has been our service partner ever since. The Gladbeck-based rail transport operator has a production concept with a clear allocation of resources, which enables it to respond quickly and flexibly to the difficult operating conditions in this market. Kombiverkehr achieved growth of 8 per cent in cross-border transport to and from western Europe in the past financial year. This upward trend was driven by the high demand for intermodal transport services in traffic with Spain and the Netherlands. The volume on these two axes alone increased by 14,000 truckloads compared with the previous year. NATIONAL TRANSPORT UNDER PRESSURE Traffic within Germany was unable to benefit to the same extent as international Combined Transport from stable economic growth in 2015 and the resulting rise in demand for freight transport services. However, a detailed study of the annual figures for volumes in the de.netdirect+ network also illustrates the extent to which national business was affected by the train drivers strike. When the pay dispute was at its height in May 2015, Kombiverkehr lost nearly 20 per cent of its consignment volume on national routes compared with the same month the previous year. On the other hand, international transport held its own during the strike action in May 2015 with a fall of just 6 per cent and managed to achieve volume increases in all the other months. It was not until the second half of the year that we regained a portion of the consignments in transport within Germany. Business turned out to be equally good in the autumn and was ultimately a decisive factor in the virtually even overall result. VOLUME OF TRANSPORT IN CONSIGNMENTS , , , , , , , , ,671 National unaccompanied transport International unaccompanied transport 12 BUSINESS DEVELOPMENT 13

9 VOLUMES AND FINANCIAL DEVELOPMENT OUTLOOK FOR 2016 The improved economic conditions in Germany led to a rise of approximately 1.4 per cent in the volume of freight transport over the past financial year. The forecasts for Germany and Europe also assume that economic growth will be about the same in the coming year. The situation in the first months of the 2016 financial year is similar to the beginning of the previous year. In spite of good economic data, the volume of freight transported on the German rail network fell for the second time in succession, by 1 per cent in the last financial year. Costs are running counter to one another in the rail and road transport sectors and placing a burden on the railway market, the more so as the additional burdens continue to increase and the price of diesel fell again at the turn of the year. The consignment figures at Kombiverkehr in the first two months of the current year corroborate the assumption that the national network in particular is coming under more pressure as a result of falling freight rates in the road haulage sector. By way of contrast, rising demand for Kombiverkehr s services is noticeable in the international network. Capacity has already been duly upgraded in response to this. DEVELOPMENT OF FINANCIAL AND EARNINGS SITUATION During the period under report, Kombiverkehr was able to increase revenues by EUR 12,843k to EUR 446,613k. Volumes thus rose by 5.8 per cent to 978,095 consignments. The gross profit of EUR 23,273k after deducting material costs of EUR 423,240k for bought-in freight services increased by EUR 2,856k compared with the previous year. The decrease from EUR 12,380k to EUR 11,496k in other operating income is attributable to lower funds and lower earnings from wagon leasing. Personnel expenditure rose by EUR 164k, mainly as a result of routine salary adjustments during the period under report, writedowns were reduced from EUR 1,436k to EUR 1,278k as planned as a result of loss of value due to wear and tear on wagons purchased in previous years. Other operating costs were up by EUR 2,917k to EUR 22,932k due to increased spending on wagon operation and lower leasing expenses in the preceding year. The financial result rose by EUR 1,052k overall. Investment income was up by EUR 471k, whilst current account interest fell steadily by EUR 181k as a result of better coordinated incoming and outgoing payment flows and only included the interest on a long-term loan in A specific factor in the previous year was a writedown of financial assets of EUR 395k. Kombiverkehr s profit after the deduction of tax was EUR 896k during the period under report, which is up by EUR 93k on the previous year and thus a slight improvement. SALES REVENUES IN EUR MILLION ASSET POSITION During the period under report total assets were EUR 50,226k on the balance sheet date, which represents a fall of EUR 2,208k on the previous year. The capital ratio increased by 2.08 percentage points to 35.6 per cent as a result of this. Kombiverkehr is characterised by a stable economic situation during the period under report. 14 BUSINESS DEVELOPMENT 15

10 SERVICES NEW SERVICES ENLARGE THE NETWORK Kombiverkehr added new connections to and from Scandinavia via the fixed crossing and new direct trains to its range of services during the past financial year, thus maintaining its position as market leader. 16 SERVICES 17

11 INTERMODAL NETWORKS INTERNATIONAL TRANSPORT AGAIN SHOWS POSITIVE DEVELOPMENT NATIONAL TRANSPORT Contrary to the general trend in the European rail freight transport sector, the statistics for the volume of traffic handled by Kombiverkehr in the past financial year are exceedingly positive. The number of consignments transported in Kombiverkehr s national and international network climbed to 978,095 units (1.96 million TEU) over the course of the year. This equates to an increase of 5.8 per cent on the previous year and represents the biggest growth in consignments in five years at the same time. Whereas a record forwarding volume was achieved in international transport, the volume of consignments fell slightly in national transport. Taken over the whole year, the growth of the German economy proved to be extremely robust. Once again, positive impetus came from a sharp rise in foreign trade and consumer spending. The trend towards an increasingly strong internationalisation of traffic flows can also be seen in Kombiverkehr s current statistics for volumes. On the other hand, the growth in cabotage operations is proving to be increasingly problematic for national Combined Transport. Cabotage rose by nearly 23 per cent in Germany in 2014 alone and this trend must have continued in 2015 as well. The market shares of low-cost providers from eastern Europe rose steadily as a result of increasing competition in the national road haulage sector. This development is all the more problematic for Kombiverkehr as these contractors, most of whom do the driving themselves, are not particularly CT-aware. On top of this, the pressure on freight rates in Germany was intensified by falling diesel prices and the reduction in tolls, which came into effect at the start of the year. The fact that Kombiverkehr even managed to increase volumes on many transport routes in this tough market environment and in spite of nine weeks of strikes by the GDL train drivers union is therefore all the more impressive. In particular, the services to and from Scandinavia made an aboveaverage contribution to the very pleasing overall result. The first signs of a trend towards moving freight from ship to rail could be detected in the 2014 financial year, and the modal split further intensified at the expense of ferry transport in Stricter regulations on the prevention of pollution in maritime shipping in the North Sea and Baltic Sea call for a reduction in permissible sulphur emissions and forced ferry operators to invest in new technologies. The ferry costs for CT operators and forwarders increased as a result. Although extremely low fuel costs are still cushioning the feared negative impact, many transport companies are already gearing up for the expected cost increases in the future. Not only did Kombiverkehr manage to double the figures for the volume of traffic with Sweden, it also achieved an above-average increase on other transport routes. This applies in particular to shipments between Germany and the Czech Republic, Poland, Greece, Spain, Denmark, the Netherlands and Turkey. On top of this, Kombiverkehr s existing network was continuously expanded in the past financial year. The introduction of additional services between Herne and Malmö and between Lübeck and Helsingborg/Stockholm via the fixed crossing laid the foundations for success in the 2015 financial year. There are more new services on the routes between Rostock and Brno, Schwarzheide and various terminals in Poland, and between Frankfurt and Venice. The volume of consignments in national Combined Transport in 2015 lagged slightly below the levels of the previous year. In the past financial year, the national de.netdirect+ network thus recorded a 1 per cent fall in the number of units transported to a total of 201,703 consignments or 403,400 TEU. The development of transport in the German domestic market was affected by a series of external factors. The loss of market shares among German and west European transport companies is reflected in our volume statistics. Volume growth in the 2015 financial year was substantially impacted by adverse cost movements in the rail and road transport sector. Among the factors stifling growth were the wage rises brought about by the pay dispute in the rail freight transport industry and the more or less routine annual price hikes in energy and infrastructure costs. Falling diesel costs and ever-stronger competition from the increase in cabotage operations in the road haulage sector also meant that price levels dropped further on the roads, thus putting a strain on the market for Combined Transport. VOLUME OF NATIONAL TRANSPORT (EXCLUDING BALTIC SEA TRANSPORT) IN CONSIGNMENTS , , ,841 The strike by the GDL train drivers union imposed a further strain on national transport in the first half of Despite good organisation on the part of Kombiverkehr and Deutsche Bahn, the sheer length of the strike action and the public debate both did long-term damage to confidence in the reliability of the railway. With over 200,000 consignments shifted on the German railway network, national Combined Transport nevertheless remains a vital cornerstone of our network. The national train products assembled under the name de.netdirect+ also continue to form the backbone of many first and final legs in international transport. The national trains are also a vital fallback option for gateway services in the event of surplus demand or the seasonal suspension of international trains. At around 21 per cent, therefore, national transport at Kombiverkehr still accounts for a significant share of total volumes. And the efficient linking of individual terminals through our gateway hubs in Hamburg, Duisburg, Cologne, Ludwigshafen and Munich gives customers the opportunity to shift additional shipments onto the environmentally friendly railways. At the same time, by having a dense network of transport links we are not only increasing the capacity of our network, but also reducing transfer times and thus overall journey times. Kombiverkehr linked a total of 21 terminals throughout Germany in the 2015 financial year with the help of 66 terminal-terminal routes, some of them several times a day. Every week around 200 direct and multi-group trains operate between major economic regions in the national network. This means a daily average of 807 truckloads are shifted from road to rail. 18 SERVICES 19

12 INTERMODAL NETWORKS INTERNATIONAL TRANSPORT The 2015 financial year will go down in the company s history as a record breaker in international Combined Transport. 776,392 consignments or 1.55 million TEU were shifted on cross-border routes, the highest number of transport units in Kombiverkehr s 47-year history. The volume rose by 7.7 per cent compared to the previous year. A new high was also reached on six of the 17 bilateral national services operated by Kombiverkehr in Cross-border transport between Germany and other European countries is divided into four business segments at Kombiverkehr. All of them recorded volume growth in the past financial year. Kombiverkehr recorded the strongest growth on the northern European axis with a gain of 29.6 per cent. The eastern European axis was up by 11.8 per cent compared with 2014 and southern Europe, the busiest market, closed with a volume increase of 2.2 per cent. It is particularly gratifying to see volumes on the up once again in western Europe, which chalked up an increase in consignments for the sixth time in succession, by an impressive 8 per cent in VOLUME OF INTERNATIONAL TRANSPORT (INCLUDING BALTIC SEA TRANSPORT) IN CONSIGNMENTS , ,738 64, ,319 77, , , , , Apart from a slight decline in the crisis year of 2009, this axis has enjoyed continuous growth for over 12 years. The total forwarding volume has now risen nearly fivefold, from around 30,000 consignments in 2003 to 149,687 consignments. SOUTHERN EUROPE With a total of consignments (827,900 TEU), southern European transport remains the workhorse at Kombiverkehr. The volume of shipments was again increased, by 2.2 per cent in the 2015 financial year. Nearly 54 per cent of our international volume is thus transported in traffic between Germany and Italy as well as Germany and Switzerland. At present, Kombiverkehr provides a total of 232 direct train services every week on the Germany Italy/Switzerland corridor and thus links major economic regions in the three countries with regular services on 50 terminal-terminal routes. Transport flows to and from Italy are spread across the four main alpine crossings of Brenner and Tauern in Austria and Gotthard and Lötschberg via Switzerland. With 221,664 transported consignments, the Brenner route was again by far the most important corridor during the last financial year, followed by the Gotthard/ Lötschberg route with 127,746 consignments and the increasingly important Tauern line with 49,959 consignments. Kombiverkehr uses the four alpine axes to operate regular shuttle trains between the Italian terminals in Verona, the metropolitan area of Milan, Trieste and Venice and 12 sites in Germany (Kiel, Rostock, Bremen, Hamburg, Hannover, Wuppertal, Duisburg, Cologne, Frankfurt, Ludwigshafen, Nuremberg and Munich). Baltic Sea transport with connection to Northern Euope Bilateral transport 20 SERVICES

13 OVERLAND DIRECTLY TO SWEDEN THE ØRESUND BRIDGE OFFERS AN ALTERNA- TIVE TO FERRY TRANS- PORT FROM GERMANY TO SCANDINAVIA By taking steps towards the fixed crossing, Kombiverkehr has responded promptly to customer requests for alternatives to ferry transport to Scandinavia. The main reason for this is the expected cost increases in ferry transport as a result of stricter environmental regulations in the SECA (Sulphur Emission Control Area). The new overland route can therefore be seen as an alternative to Scandinavian traffic going through the Baltic Sea ports of Kiel, Lübeck and Rostock, a well-established service that has enjoyed years of success. 21

14 At the start of 2015, Kombiverkehr introduced two new open train products, which do not go over water but over the Øresund Bridge, the fixed crossing between Copenhagen in Denmark und Malmö in Sweden. The bridge is a 16 km road and rail link that was opened in 2000 after taking just 40 months to build. The shuttle train between Köln- Eifeltor and Malmö CT terminal was launched at the start of It runs four times a week in each direction for transport units with a profile of up to P400. The Netherlands, Germany and Sweden are also connected by a train running between Coevorden, Bad Bentheim and Malmö twice a week in each direction in this corridor. The distance of over 900 kilometres is covered in less than 24 hours. Two company trains are already using this alternative transport service to and from Sweden. Strategically speaking, the bridge in the Øresund region is ideally located: not only does it link two countries, but also two major transport hubs in the region thanks to its proximity to Copenhagen Airport and the transshipment terminals in Malmö. From Malmö the consignments can be fed directly into the Scandinavian network of our partner Green Cargo. They are then transported either to Sweden, for example to Stockholm, Sundsvall or Umeå, or to the cities of Oslo, Trondheim or Bergen in Norway. 22

15 In order to cater for the increased demand for transport on the transit route through Switzerland, Kombiverkehr and its partner Hupac upped the number of departures on the route between Duisburg and Busto Arsizio in February 2016 from six to eight a week in each direction. ALPINE TRANSIT VIA AUSTRIA ON THE UP AGAIN Transalpine transport via Austria continues to be the backbone of Kombiverkehr s international unaccompanied Combined Transport. With a 3.9 per cent increase in forwarding volume, the Brenner route actually strengthened its position as the busiest of the four alpine crossings during the past financial year. In response to the increased demand for alternative transport options through the highly sensitive alpine region, Kombiverkehr, along with its Italian partner CEMAT, has been providing two additional weekly departures in each direction on the route between Köln-Eifeltor and Verona Quadrante Europa since September This means that up to four trains now operate in each direction on this racetrack every day. In addition to this capacity expansion, the production concept on the service between Hamburg/Hanover and Verona was optimised. Instead of a multi-group train, customers can now choose between direct departures on workdays from Hanover or direct trains serving Hamburg three times a week. In addition to this, the gateway connections via Munich and Cologne can continue to be used on the other days. FERRY SERVICE FROM TRIESTE TO GREECE AND TURKEY At the start of 2015 we were faced with a challenge on our trains crossing the Tauern Pass to and from Trieste: due to a change in the timetable for ferry departures to Greece it was no longer possible to transfer transport units from our shuttle trains onto the ferry to Patras in a timely manner. After a few trial runs with trains via Bologna, an alternative solution was ultimately implemented through Fusina in the Port of Venice. A RoRo cargo ferry bound for Patras departs from here three times a week. Kombiverkehr currently links the Port of Venice with the terminal in Frankfurt/Main once a week in each direction. However, there are plans to double the number of departures to two over the course of this year. Not only was the transport route moved to alternative ports, the existing intermodal service to Greece via Trieste was also expanded in January 2015 by a new ferry link to Lavrio in the Attika region around 60 kilometres to the south of Athens. The new ferry service, now operating twice a week, is of particular importance to forwarders who transport consignments bound for Athens: the shorter distance from Lavrio means that the cargo ferry is used to deliver containers and semitrailers in the Athens region more cheaply 23

16 KAPITEL / THEMEN ABSCHNITT INTERMODAL SEITENETWORKS than was previously the case from Patras. The new range of services can be extended if there is sufficient demand. Kombiverkehr likewise provides ferry services via Trieste to and from the European and Asian parts of Turkey. Several times a week the intermodal service links the Turkish ports of Pendik, Haydarpasa, Mersin and Cesme with the Ludwigshafen BASF and München-Riem terminals in Germany. There are numerous forwarding options from the German terminals in Kombiverkehr s German and international networks. This service can also be used to transport heavy consignments with hazardous goods or refrigerated trailers safely and efficiently over the long distance to Turkey. WESTERN EUROPE The volume of unaccompanied Combined Transport between Germany and the countries of west and southwest Europe rose by an above-average rate of 8 per cent to 149,687 consignments or around 300,000 TEU. The forwarding capacity in the corridor between Germany and Spain, France, Belgium and the Netherlands is currently distributed among 100 regular weekly shuttle trains. Growth was supported by the seaport hinterland traffic between the Netherlands and Germany. Kombiverkehr achieved volume growth for the tenth time in succession on the axis with the Port of Rotterdam during the past financial year. Volumes rose by 14.4 per cent to 80,812 consignments. WESTERN PORTS CONTINUE ON COURSE FOR GROWTH With 7 million containers a year, the Port of Rotterdam is the biggest port in Europe. It functions as a central logistics hub through which a substantial proportion of global transport flows is channelled. To cope with the forecast volume increases in the future, the port has been repeatedly extended and the available container handling area nearly trebled in recent years. During the past financial year, Kombiverkehr implemented a new processing concept for the first time to incorporate the newly Spanish transport also increased for the third consecutive year, with the result improved by 8 per cent. At the same time, the increase to the current level of 51,757 consignments (103,500 TEU) was Kombiverkehr s best ever result on the routes to and from Spain, which are operated along with our Spanish partner Comiberia. Even stronger growth was impeded by the many construction sites in France, especially on the Atlantic axis. This upward trend also compensated for another fall this time by 11 per cent in the volume of consignments in the corridor between Germany and France, which is managed in collaboration with the French operator Novatrans. VOLUME BY TRANSPORT AXIS IN CONSIGNMENTS 413, , , ,565 built Rotterdam APM terminal into the eu.netmaritime network. With up to four departures a week in each direction, there is a direct train service to the terminal locations in Neuss and Duisburg. The current service is marketed by our subsidiary Optimodal in Rotterdam and can be expanded according to need at any time, including the option of daily departures. Given the upward movement in volumes in recent years, the terminal in Dortmund had also reached the limits of its capacity. A new building in the north of the city has therefore been planned and completed in recent years. The terminal expansion scheme was finished at the end of 2015 and Kombiverkehr has now turned its attention to links with the new site. Provision has also been made for the ongoing expansion of existing block train services between Duisburg/Neuss and Dortmund on the one hand and Rotterdam on the other. Southern Europe Western Europe Northern Europe & German Baltic Sea ports Eastern and southeastern Europe 24 KAPITEL SERVICES / ABSCHNITT THEMEN SEITE 25

17 INTERMODAL NETWORKS CENTRAL AND EASTERN EUROPE During the past financial year a total of 109,205 consignments (218,400 TEU) were transported on an average of 82 weekly block trains operated by Kombiverkehr in unaccompanied transport between Germany and central and eastern Europe. Following slight losses in the preceding year, volumes were increased by a double-digit figure of 11.8 per cent in Whereas demand in the corridors with Slovenia and Hungary dwindled last year, forwarding volumes in traffic with Austria, Poland, the Czech Republic and Turkey were up quite substantially in some cases. The positive growth in train services on the routes between Germany and Poland, the Czech Republic and Austria was realised by introducing new production concepts. Improved control within close range and end-to-end international transport control ensure that customers receive more reliable information and estimated times of arrival in the event of delays. By taking these measures, we managed to improve the average punctuality rates on services and attract shipments that had drifted onto the roads back to the railways. This strategy was particularly successful in the corridor between Germany and Poland, where the forwarding volume was increased by 73.3 per cent in the past financial year. RESTRUCTURING OF PRODUCTION CONCEPTS IN POLISH TRANSPORT The gratifying growth in the transport corridor between the Ruhr district and Poland is attributable to closer cooperation between the three operators concerned, who now provide a joint train product in Polish transport alongside their own respective services. It has been running four times a week in each direction between the Duisburg DUSS terminal and Kutno since January 2016, stopping twice a week in Poznan Franowo. This joint product allows the participating partners to provide a competitive and reliable service between the Ruhr district and the industrial centres around Poznan and Warsaw. The closing times for acceptance are late and the pick-up times are early in Duisburg and Kutno, thus facilitating the optimisation of vehicle operations in the region. There are also options for onward transport from Duisburg and Kutno to make use of the three operators existing national and international services. Bundling the current consignment volumes of all three operators into one joint train product opens up opportunities for customers in international forwarding to send shipments by rail, which is both cost-efficient and climate-friendly, in this corridor. Furthermore, with four departures a week in each direction, Kombiverkehr offers its customers a high-quality product at an attractive price. All types of transport units can be transported, including semitrailers with a profile of up to P SERVICES

18 ALTERNATIVE TRACTION TO IMPROVE QUALITY OF SERVICE RBH LOGISTICS GMBH, A PROVIDER OF RAILWAY LOGISTICS SERVICES, HAS BEEN PROVIDING TRACTION FOR KOMBIVERKEHR SINCE FEBRUARY 2015 Quality of service has always had top priority at Kombiverkehr so as to ensure high levels of customer satisfaction: even a well-planned logistics chain can be jeopardised if the performance of the railways is not up to scratch. We therefore see it as our duty to work closely and consistently with our traction companies to maintain plannable service quality on a sustained basis. 27

19 In February 2015, Deutsche Bahn responded to demands from Kombiverkehr by appointing RBH to take over transport services of very poor quality at the time to eastern Europe, especially to Poland and the Czech Republic. RBH Logistics GmbH is a wholly owned subsidiary of DB Cargo AG and its head office is in Gladbeck. The company specialises in flexible national and cross-border block train services, has been in existence for over 100 years and has belonged to the DB Group since RBH resources in 2015 included approximately 100 locomotives and more than 1,100 railway wagons. 572 employees worked in the company s various divisions in The other activities of RBH include the transport of bulk goods, chemical and mineral oil products and waste, as well as the operational management of works railways and the maintenance of control and safety systems, tracks and equipment. The number of routes on which RBH is responsible for the main traction was increased to 18 last year. As well as the services to Poland and the Czech Republic, RBH now provides traction, for example, for shipments from Wuppertal to various terminals in Italy and from Duisburg to the German Baltic Sea ports of Lübeck-Skandinavienkai or Rostock. Trains are also driven by RBH from Hamburg- Billwerder to Neuss-Hessentor in the national network de.netdirect+. The figures demonstrate that switching some shipments to RBH Logistics GmbH, which has been ongoing for a year now, is having an effect. The quality of services had improved after only a few months, from 56 per cent in October 2014 to 90 per cent in July 2015 on the route to the Czech Republic for example. Kombiverkehr works with DB Cargo and RBH to maintain consistently high levels of service quality. This is another step in the right direction in terms of customer satisfaction. 28

20 VOLUME BY COUNTRY IN CONSIGNMENTS Jan. Dec Jan. Dec Difference in % Austria Belgium Czech Republic, Slovakia Denmark Finland France Greece Hungary Italy Netherlands Norway Poland Slovenia, Croatia Spain, Portugal Sweden Switzerland Turkey 51,088 49, % 7,652 9, % 23,398 18, % 3,906 3, % % 9,466 10, % % 14,969 15, % 399, , % 80,812 70, % % 11,104 6, % 2,957 3, % 51,757 47, % 21,429 9, % 14,568 16, % 4,810 4, % 29

21 INTERMODAL NETWORKS NORTHERN EUROPE AND BALTIC STATES Germany s three Baltic Sea ports of Kiel, Lübeck und Rostock remain the central hub of Kombiverkehr s services between Germany and the northern European and Baltic states. The numerous ferry connections between these ports and a whole series of correspondence ports along the Baltic coast make them bundling points for our range of services to and from Scandinavia and to the Baltic states. There was certainly a noticeable increase in the demand for Kombiverkehr services via the fixed crossing during the past financial year: an all-time high was achieved with a total available capacity of 38 block trains a week. TREND TOWARDS TRANSPORT VIA THE FIXED CROSSING The forwarding volume in the northern European business segment rose by 29.6 per cent in 2015 and now stands at 103,565 consignments or 264,100 TEU. The greatest impetus came from the demand for new products via the fixed crossing. With an increase in the price of ferry services on the horizon, more customers were looking for viable alternatives. Kombiverkehr therefore added several new shuttle trains to existing services to and from Sweden in January 2016 in response to market demand. Since then, a new shuttle train has been operating five times a week between Herne in the north of the Ruhr district and Malmö in Sweden. Apart from a journey time of just 17 hours, another feature of the new train is the additional connection options in Malmö. From Malmö, for instance, the Swedish terminal of Årsta (Stockholm) and Alnabru (Oslo) in Norway can be reached through services operated by partner company Green Cargo. Another new train with capacity for up to 36 trailers started operating between northern Germany and Sweden three times a week in December The starting and finishing points are the Lübeck Cargo-Terminal-Lehmann (CTL) and the new Stockholm Nord terminal located 40 kilometres north of Stockholm. The train covers the 1,200-kilometre route in just 24 hours, with a stop in Helsingborg to load and unload individual consignments. Right at the start of 2015, Kombiverkehr also added to its range of services by enlarging capacity in national transport to and from Hamburg and the German Baltic Sea ports. Capacity has been expanded and adapted on the routes to and from Hamburg and Lübeck in order to cater specifically for increasing demand for combined rail and ferry transport services to the countries of Scandinavia. Now that our partner Green Cargo has launched a direct train between south Sweden and Årsta near Stockholm, which has onward rail connections coordinated with ferry arrival times, our customers in the forwarding and logistics sector can benefit from reliable end-to-end transport handling. Kombiverkehr currently provides around 86 weekly trains in gateway services to and from northern Europe via the German Baltic Sea ports of Kiel, Lübeck and Rostock. 30 SERVICES 31

22 INTERMODAL LOGISTICS MANAGEMENT IN ACTION FOR YOU EVERYWHERE Kombiverkehr is also active in related business fields and hence in far-reaching logistics management in order to develop and optimise its core business. The interests of customers are thus represented at all levels and throughout Europe. 32 INTERMODAL LOGISTICS MANAGEMENT 33

23 INTERMODAL LOGISTICS MANAGEMENT UIRR OUR REPRESENTATIVE AT EUROPEAN LEVEL The industrial association for our sector is the International Union for Road-Rail Combined Transport (UIRR) in Brussels. In 2015, the union worked particularly hard to launch the new strategy approved by its members the previous year and make a start on its implementation. Accordingly, the UIRR is set to make a greater contribution to accelerating the growth of European Combined Transport, doing so on the basis of the system s technical advantages and the high level of management expertise among those who organise it. Promote, Enhance and Support are the three keywords on which the work of the union is based. Promotion covers all UIRR activities designed to encourage the use of Combined Transport: on the one hand, the distribution of information on Combined Transport, its services and requirements and, on the other hand, the compilation of reports on regulatory and legislative initiatives, including the finalisation of essential proposed amendments in a legal environment. Enhancement refers to the development of best practices in internal working groups with experts taken from among the ranks of members. Support means assisting the day-to-day business of Combined Transport with a range of IT services and the allocation of the ILU code owner key, including the administration of the associated register. Directive 34/2012 on a single European railway area Regulation 913/2010 on rail freight corridors The UIRR also turned its attention to Directive 92 / 106, which regulates Combined Transport throughout Europe, and called on European legislators to make extensive amendments to this. The UIRR is pressing for this fundamental piece of legislation, which was originally designed to promote CT, to be changed in such a way as to ensure a genuine harmonisation of national regulations and a standardised operating framework for Combined Transport in Europe. Finally, the UIRR also called for an overhaul of Directive 96 / 2003 on the taxation of energy products and the Eurovignette Directive on infrastructure charging in order to create consistent framework conditions for all modes of transport. The UIRR is the official administrator of the ILU codes, i.e. the labelling of semitrailers, swap bodies and non-iso containers shipped in unaccompanied Combined Transport. The compliance rate for the voluntary identification system for transport units (EN13044 standard) is now running at 95 per cent. According to the Customs Code Implementing Regulations, it is obligatory to attach a BIC and/or ILU code to every transport unit entering or leaving the EU in unaccompanied Combined Transport. Over the course of 2015, the UIRR worked very hard on the following dossiers: The Fourth Railway Package The implementation of Directive 719/2015 on the dimensions and weights of road vehicles in the EU 34 INTERMODAL LOGISTICS MANAGEMENT

24 BOOK AND TRACK INTERMODAL SHIPMENTS ONLINE AS OF 1 APRIL 2016 KOMBIVERKEHR ACCEPTS ELECTRONIC BOOKINGS ONLY Back in 2014, Kombiverkehr launched a project to modify its existing online booking system with the aim of handling all incoming bookings electronically in future. Together with external partners, an internet-based, user-friendly and secure booking application was developed. It entered its pilot phase at the beginning of 2015, when selected regular customers tested the system so that it could be refined and attuned to the requirements of any future users. 35

25 The new modified application went live in mid-july and has been available to all Kombiverkehr customers ever since. The advantages of the application are plain to see: it simplifies the booking of transport units through special web services. Enhanced security is a useful feature, with pre-generated input fields keeping the error ratio to a minimum during data input. Booking information can also be saved in template form and thus used over and over again. The overview displays all the bookings made by a company. When a booking is confirmed, the order can be seen in consignment tracking at the same time. CESAR, a platform for tracking & tracing developed by several operators, allows schedulers to view transport status in order to manage the collection of your consignments. The new online booking system is incorporated into the mykombiverkehr user application on and replaced the previous booking methods via fax or on 1 April As well as the modified online booking system, customers with high transport volumes still have the option of booking via a B2B interface integrated into the forwarding systems of our customers. 36

26 OPERATIONS PRIVATE TRACTION The year 2015 was a challenging one for the operations division of Kombiverkehr. A series of factors had a massive impact on the punctuality of our trains. The main one was the longest wave of strikes in recent years by the GDL train drivers union in the first half of 2015, followed by more strike-related disruption to rail transport in France and Italy among others, the aftermath of bad weather, including Storm Niklas, numerous technical malfunctions and construction work. When things like this happen, it must be borne in mind that they drag on even after the disturbance is over because it has to be tidied up first. This means that all resources must be brought into the starting position before they can resume normal operation. In light of all this and to keep this restart process as short as possible, DB used contingency timetables to operate the train systems, especially when the train drivers were on strike. In 2015, KombiRail Europe B.V. the rail freight company belonging to Kombiverkehr pulled 21,035 trains. Services were thus provided between the Rotterdam RSC, Euromax and Delta terminals as well as the new terminals in Maasvlakte 2 (APMT and RWG) on the one hand, and Duisburg, Dortmund and Neuss on the other. With a transport output of over 380 million tonne-kilometres and a forwarding capacity of around 80,000 shipments, KombiRail Europe also made a tangible contribution to linking the Port of Rotterdam with the hinterland by rail during the past financial year. We appointed our crisis team consisting of representatives from Operations, Sales, Corporate Communications and Controlling to coordinate the aftermath of the strike during the relevant periods. By working with DB, we managed to stay in control of the repercussions of strike action for Kombiverkehr and for our customers. The communicated contingency timetables were largely adhered to and could thus be relied upon for planning by our customers. Transport Monitoring is increasingly reaping the benefits of our electronic train movement monitoring system. In relation to the European transport corridors, the EU stipulates among other things that the network operators must use the TIS (Train Information System). The increasing availability of these systems is gradually making it easier to incorporate information on train movements into our Europe-wide monitoring system. 37

27 KAPITEL / INTERMODAL ABSCHNITT LOGISTICS MANAGEMENT WAGONS TERMINALS The number of individual wagons at Kombiverkehr s disposal in the 2015 financial year remained unchanged. Out of a total of 262 wagons, 211 are double pocket wagons and 51 are container carriers. The total mileage of all wagons was 30.7 million kilometres in 2015, slightly less than the preceding year. The highest mileages continue to be achieved by the popular T 3000 double pocket wagons, which covered an average distance of 130,000 km during the year. The ECM function (Entity in Charge of Maintenance certificate) was outsourced on 1 January Preparations were likewise made on 1 January 2016 to transfer the activities of Kombiverkehr s own workshop at Köln-Eifeltor to the newly created company DIV Dienstleistungsgesellschaft für Intermodale Verkehre mbh. The proven system of mobile wagon maintenance can thus be continued by a certified workshop at the Köln-Eifeltor terminal. It was not possible to complete the outstanding works to convert 55 wagons from cast iron brake blocks to the quieter LL blocks by the end of the financial year, as originally intended. This was down to technical problems as the brake system needs to be changed for this conversion. A series of trials is in progress for this purpose. We are nevertheless doing our bit to reduce the noise of rail freight transport in order to ensure that all privately owned freight wagons trundle along more quietly by the end of 2020, as stipulated by t he German government. Around 80 per cent of our wagons are currently fitted with composite brake blocks and move quietly enough for noise levels to be perceived as having halved. Transshipment facilities represent the crucial link between our customers and the railway transport system. The efficiency of the terminals is one of the key factors in the success of the Combined Transport system. The terminal operators were also reliable partners for Kombiverkehr over the course of the past financial year. Over 50 terminals at home and abroad are not only loading stations for the regional transport industry, but also and increasingly transfer points in Kombiverkehr s gateway systems. This allows complex transport chains incorporating several terminals and train routes to be reliably managed. In the 2015 financial year, Deutsche Umschlaggesellschaft Schiene- Straße (DUSS) mbh reinforced the positive trend of the previous year by handling over 2.1 million transport units. Kombiverkehr has a 12.5 per cent equity stake in Germany s biggest terminal operator. DUSS operates 23 national terminals, with München-Riem, Köln-Eifeltor, Hamburg-Billwerder and Duisburg-Ruhrort Hafen still proving to be among the busiest facilities. The long-awaited and desperately needed measures to expand the transshipment facility in Leipzig-Wahren began during the period under review. The addition of a second crane module and corresponding storage areas created more handling capacity. The facility is thus ideally positioned to meet the continuing high demand for transport in central Germany in the medium term. For Kombiverkehr, the transshipment terminal in Duisburg Ruhrort-Hafen fulfils a vital role as a hub in the national and international train network. The terminal handled nearly 190,000 transport units, another increase in volume. This is largely attributable to the stable quality of output as a result of systematic compliance with the measures introduced to improve sequences of operations. The owner of the facility is Planungsgesellschaft Kombinierter Verkehr (PKV). Unfortunately, it was not possible during the financial year to finish all the construction work at the new HUB terminal in Duisburg, which has been built in the immediate vicinity of the DUSS terminal. The lack of a final decision on the construction of the desperately needed internal road link and the retroactive amendment of various fire safety measures were the main reasons for the delayed opening, which is now scheduled to coincide with the 2016 / 17 timetable changes. 38 KAPITEL INTERMODAL / ABSCHNITT LOGISTICS MANAGEMENT 39

28 INTERMODAL LOGISTICS MANAGEMENT Neuss Trimodal GmbH was on course for growth during the first year after it was reorganised under company law. With nearly 120,000 units handled, it achieved a substantial increase. This achievement is all the more impressive given that only one of two new gantry cranes came into operation in 2015, despite the completion of an extension scheme. This means that the entire superstructure is still not available to the facility. Kombi-Terminal Ludwigshafen (KTL) was able to confirm its status as Germany s busiest inland terminal in the past financial year. In 2015, nearly 390,000 transport units were handled by the facility, which is jointly operated by BASF SE, Kombiverkehr and other partners. With a share of 40 per cent in the total handling volume, Kombiverkehr is still the largest operator at the Ludwigshafen CT site. With more than 176,000 transport units handled, TriCon Container Terminal Nürnberg GmbH almost matched the previous year s result during the period under review. This confirms that the facility, in which Kombiverkehr has a 25 per cent equity stake, is of central importance for maritime and continental customers owing to its strategically advantageous location in the Hafen Nürnberg-Roth freight village. Bremen is one of the most important locations for the automotive industry in Germany, which is why the Roland Umschlagsgesellschaft, a transshipment facility situated in the Güterverkehrszentrum (GVZ) Bremen freight village, was particularly hard hit by the strike by the GDL train drivers union. Companies in the automotive industry specifically instructed their forwarders not to use the railways for their shipments during strike action. As a result, Roland Umschlagsgesellschaft was unable to match the result of the previous year, with 73,271 transport units handled during the financial year under review. In contrast, Eurokombi Terminal GmbH in Hamburg recorded a significant volume increase compared to the previous year. With over 463,000 transport units, the upward trend of preceding years was continued. Operated in collaboration with Eurogate Container Terminal Hamburg, the transshipment facility is enjoying the benefits of much simpler handling processes since the port ceased to hold freeport status. This is reflected primarily in the increasing demand for non-maritime consignment capacity. Our terminal holdings on the Baltic Sea are of central importance for transport to Scandinavia and the Baltic region. Optimally coordinated handling processes provide for smooth transfer operations between rail and ferry at the locations in Rostock, Lübeck and Kiel. The past financial year nevertheless brought mixed fortunes in terms of volume growth. 40 INTERMODAL LOGISTICS MANAGEMENT

29 EMISSIONS CALCULATION AS PER DIN EN KOMBIVERKEHR ADAPTS DATABASE AND BALANCE METHOD TO EUROPEAN STANDARD TO CALCULATE GREENHOUSE GAS EMISSIONS IN FORWAR- DING AND LOGISTICS Kombiverkehr KG uses the quick calculator for pollutant emissions to show forwarders concrete evidence of the ecological benefits of intermodal transport. The application compares the pollutant emissions of intermodal transport with those of end-to-end road freight haulage on individually plannable routes. 41

30 With basic timetable information, users can visit to view an initial calculation of their planned shipments based on predefined parameters. The second step allows them to change parameters, such as the HGV Euronorm or the laden weight, within the actual emissions application as required and duly adjust the balances. Details of harmful emissions such as carbon dioxide, nitrogen oxide, sulphur dioxide and particulate matter and of energy expenditure are issued to customers and interested parties by Kombiverkehr with every calculation. The database for the calculation of emissions is made available by the IFEU Institute in Heidelberg. This is the European standard for calculating greenhouse gas emissions in freight forwarding and logistics. A new feature for all users since then is the output of CO 2 equivalents, which quantifies the overall greenhouse gas effect of any climate gases generated during transport. The emissions balance was previously output in a single emissions phase, but the new standard now also distinguishes between the phases well-towheel and tank-to-wheel. This allows energy consumption and emissions to be broken down into energy process and vehicle process. Having been revamped in terms of content and appearance, Kombiverkehr s website has now gone live and in May 2015 the calculation basis was adapted in line with the new DIN EN standard published by the European Committee for Standardisation (CEN). 42

31 In Lübeck, the largest of the German Baltic Sea ports, Kombiverkehr and Lübecker Hafen-Gesellschaft mbh operate the Baltic Rail Gate GmbH terminal jointly and successfully. Located in Skandinavienkai in Lübeck-Travemünde, the CT transshipment facility handled around 98,000 transport units in the 2015 financial year, thus achieving an above-average increase in volume compared with the previous year. LOADING UNITS HANDLED AT TERMINALS IN WHICH KOMBIVERKEHR HAS A HOLDING Handlings 2015 Handlings 2014 Rostock Trimodal GmbH was able to look back on a thoroughly positive result over the past financial year. With around 70,000 units handled, there was a noticeable increase in the volume of consignments compared with the previous year. For Kombiverkehr, the terminal is one of the most important transshipment facilities in its entire network of services across the Baltic Sea. Bremen-Roland DUSS total Hamburg Eurokombi Kiel Ostuferhafen 73,271 2,135, ,171 7,748 89,000 2,138, ,313 9,395 KombiPort Kiel GmbH, the operator of the transshipment facility in Kiel Ostuferhafen, was unable to reverse the slight downward trend of the previous year in The decrease in handling figures to around 7,800 transport units is due essentially to the effects of the European trade sanctions against Russia. Russian and Baltic destinations are the traditional focus of ferry services at Ostuferhafen. Lübeck-Skandinavienkai Ludwigshafen KTL Neuss-Hessentor Nürnberg Hafen TriCon Rostock-Seehafen 97, , , ,434 69,824 88, , , ,736 63,667 43

32 PERSONNEL FUTURE-ORIENTED PERSONNEL DEVELOPMENT The move towards more digital processes, the shortage of skilled labour and the increase in the proportion of women were focal points of HR work not only nationwide, but also at Kombiverkehr in the past financial year. 44 PERSONNEL 45

33 PERSONNEL PERSONNEL DEVELOPMENT ORGANISATION CHART AN EYE ON THE FUTURE STAFFING AT KOMBIVERKEHR planning indicates that at least six management positions will need to be filled within the next eight years. GENERAL MANAGEMENT Kombiverkehr was not immune to the key issues in Germany in 2015, namely the shortage of skilled labour, demographic trends, the proportion of women in work and digitisation. Booming employment in Germany means that the shortage of skilled workers is at an all-time high. This also affected the staffing situation at Kombiverkehr. It is particularly hard to find suitably qualified employees to work in the specialist field of intermodal transport. Kombiverkehr was able to recruit twelve new employees in total. A balanced age structure is the basis for long-term personnel development at Kombiverkehr and we have a targeted system of staff advancement to achieve this. With an average length of service of twelve years, the age distribution at Kombiverkehr is very close to the national average for people in paid work. The average age for Kombiverkehr is 45 years. The average age of managerial staff is 49, however, which shows that there will be plenty of opportunities for committed, hard-working employees in the future. Succession The rather technical nature of Combined Transport means that more men than women have chosen to work at Kombiverkehr in the past, so men currently account for 68 per cent of the workforce. The proportion of women in management positions is 12 per cent. Kombiverkehr therefore intends to develop targeted opportunities for women with equivalent qualifications. The year 2015 was marked by another trend, known by the buzzword digital change. This will also be very important at Kombiverkehr in the future. The use of software-based or software-assisted systems is steadily rising in order to make work processes leaner and simpler at the same time. Workflows that were previously manual are gradually being replaced by digital processes: various online applications and IT programs were launched in the second half of 2015 and a project for the introduction of an enterprise content management system is currently in progress. This brings about a transformation in present-day jobs and also entails some reorganisation at Kombiverkehr. LOGISTICS CONCEPTS OPERATIONS Billing & Invoice Verification Hazardous Goods & Waste Transports ROC Shipping/Customs & Safety Terminals, Process Organisation & Projects Transport Management Transport Monitoring MARKETING Project development SALES National Transport Northern Europe & German Baltic sea ports Eastern & Southeastern Europe Southern Europe Western Europe Regional Sales Management/ Area Management Sales Management FINANCE & ADMINISTRATION Controlling Finance & Accounting Human Resources Service Department CORPORATE COMMUNICATIONS & SALES SUPPORT INFORMATION TECHNOLOGY Commercial Systems Production Systems System Administrators CLAIMS MANAGEMENT & TRANSPORT LAW EQUIPMENT TECHNOLOGIES BONN Our thanks go to all our employees whose hard work and commitment have helped to ensure that Kombiverkehr can look back on a successful financial year. 46 PERSONNEL 47

34 ANNUAL FINANCIAL STATEMENTS PROFIT AND LOSS ACCOUNT, INCOME STATEMENT Revenues rose to EUR million compared to the previous year as a result of the increased volume of consignments in international transport. 48 ANNUAL FINANCIAL STATEMENTS 49

35 BALANCE SHEET PROFIT AND LOSS ACCOUNT ASSETS on 31 December 2015 Euro Euro A. Fixed assets I. Intangible assets 279, , II. Tangible assets 8,023, ,030, III. Financial assets 2,725, ,425, ,028, ,715, B. Current assets I. Inventories 242, , II. Accounts receivable and other assets 35,180, ,179, III. Cash on hand and on deposit with banks 3,699, ,017, ,122, ,658, C. Prepayments and accrued income 74, , ,225, ,433, LIABILITIES on 31 December 2015 A. Capital stock I. Capital shares 7,381, ,429, II. Reserves 9,544, ,286, III. Net income for the year 896, , ,821, ,519, PROFIT AND LOSS ACCOUNT January to 31 December 2015 Euro Euro 1 Sales revenues 446,612, ,769, Other operating income 11,495, ,380, ,108, ,149, Cost of material 423,239, ,251, Personnel costs 10,372, ,208, Depreciation 1,277, ,436, Other operating expenses 22,932, ,015, ,822, ,911, Operating result 286, ,238, Investment income 887, , Income from loans of long-term financial assets 6, , Interest and similar income 5, , Write-downs on financial assets , Interest and similar expenses 71, , Financial result 828, , Result of ordinary business activities 1,115, ,014, Taxes 219, , Net income for the year 896, , B. Balancing item for capitalized cost of own shares 60, , C. Accrued liabilities I. Provisions for pensions 63, , II. Tax provisions 87, III. Other provisions 11,532, ,879, ,682, ,942, D. Liabilities I. Due to banks 3,750, ,250, II. Accounts payable 14,810, ,062, III. Other liabilities 2,100, , ,661, ,912, ,225, ,433, ANNUAL FINANCIAL STATEMENTS 51

36 AUDIT CERTIFICATE The balance sheet to 31 December 2015 and the profit and loss account for the financial year 2015 are reproduced only in abbreviated form on the following pages. Auditors Ernst & Young AG have issued an unqualified audit certificate for the full annual financial statements and annual report, which are published in the electronic Bundesanzeiger. The certificate is worded as follows: We have audited the annual financial statements comprising the balance sheet, profit and loss account and notes including the accounting system and the annual report of Kombiverkehr Deutsche Gesellschaft für kombinierten Güterverkehr mbh & Co. KG, Frankfurt am Main, for the financial year from 1 January to 31 December The accounting system and preparation of the annual financial statements and annual report in compliance with German commercial law and the supplementary provisions of the company agreement are the responsibility of the statutory representatives of the company. It is our task to offer an assessment of the annual financial statements including the accounting system and the annual report on the basis of our audit operations. We performed our audit of the annual financial statements in compliance with 317 HGB [German Commercial Code] and in accordance with the principles of proper auditing issued by the German Institut der Wirtschaftsprüfer (IDW). These state that the audit is to be planned and performed in such a way that irregularities and infringements having a substantive effect on the presentation of the net worth, financial position and income situation in the annual financial statements in compliance with the principles of proper accounting and in the annual report are identified with sufficient certainty. The audit operations are determined on the basis of knowledge of the business activities and the economic and legal position of the company and the expectations of possible errors. During the audit the effectiveness of the internal control system relating to the presentation of accounts and evidence for the disclosures in the accounting system, annual financial statements and annual report are assessed largely on the basis of random samples. The audit comprises an assessment of the reporting principles applied and of the substantive appraisals of the statutory representatives and an evaluation of the overall presentation of the annual financial statements and annual report. It is our opinion that our audit forms a sufficiently reliable basis for our assessment. Our audit did not give rise to any objections. According to our assessment based on the findings obtained in the audit, the annual financial statements conform to statutory requirements and the supplementary provisions of the company agreement and provide a true and fair view of the net worth, financial position and income situation of the company in compliance with the principles of proper accounting. The annual report is consistent with the annual financial statement, provides a fair overall view of the position of the company and adequately presents the risks and opportunities of future developments. Eschborn / Frankfurt am Main, 29 April 2016 Ernst & Young GmbH Wirtschaftsprüfungsgesellschaft Busson Auditor Keskin Auditor 52 ANNUAL FINANCIAL STATEMENTS 53

37 APPENDIX ADMINISTRATIVE BOARD, ADVISORY BOARD WORKING GROUPS AND EQUITY INTERESTS Kombiverkehr has always valued the experience, knowledge and opinions of reputable industry representatives and is committed to the further development of intermodal transport. 54 APPENDIX 55