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France Emerged as the Largest Dried Grapes Producer in the EU

dried grapes

France Emerged as the Largest Dried Grapes Producer in the EU

IndexBox has just published a new report: ‘EU – Dried Grapes – Market Analysis, Forecast, Size, Trends And Insights’. Here is a summary of the report’s key findings.

The revenue of the dried grapes market in the European Union amounted to $1B in 2018, flattening at the previous year. This figure reflects the total revenues of producers and importers (excluding logistics costs, retail marketing costs, and retailers’ margins, which will be included in the final consumer price). The market value increased at an average annual rate of +1.3% from 2007 to 2018; the trend pattern remained consistent, with somewhat noticeable fluctuations being observed over the period under review.

Consumption By Country

The countries with the highest volumes of dried grapes consumption in 2018 were the UK (98K tonnes), Germany (68K tonnes) and France (56K tonnes), with a combined 55% share of total consumption. These countries were followed by the Netherlands, Italy, Spain, Poland, Belgium, Greece, Romania, Hungary and the Czech Republic, which together accounted for a further 35%.

From 2007 to 2018, the most notable rate of growth in terms of dried grapes consumption, amongst the main consuming countries, was attained by Greece, while dried grapes consumption for the other leaders experienced more modest paces of growth.

In value terms, the UK ($426M) led the market, alone. The second position in the ranking was occupied by France ($125M). It was followed by Italy.

The countries with the highest levels of dried grapes per capita consumption in 2018 were the Netherlands (2,466 kg per 1000 persons), the UK (1,470 kg per 1000 persons) and Belgium (1,080 kg per 1000 persons).

Production in the EU

In 2018, the amount of dried grapes produced in the European Union amounted to 84K tonnes, flattening at the previous year. In general, dried grapes production, however, continues to indicate a significant drop. The most prominent rate of growth was recorded in 2011 when production volume increased by 16% y-o-y. In that year, dried grapes production attained its peak volume of 130K tonnes. From 2012 to 2018, dried grapes production growth failed to regain its momentum.

Production By Country

The countries with the highest volumes of dried grapes production in 2018 were France (31K tonnes), Greece (21K tonnes) and Hungary (5.3K tonnes), with a combined 69% share of total production. These countries were followed by Portugal, Slovakia, Romania and Spain, which together accounted for a further 19%.

From 2007 to 2018, the most notable rate of growth in terms of dried grapes production, amongst the main producing countries, was attained by Slovakia, while dried grapes production for the other leaders experienced mixed trends in the production figures.

Exports in the EU

The exports totaled 70K tonnes in 2018, approximately reflecting the previous year. In general, dried grapes exports continue to indicate a relatively flat trend pattern. In value terms, dried grapes exports totaled $175M (IndexBox estimates) in 2018.

Exports by Country

In 2018, Greece (18K tonnes), the Netherlands (13K tonnes), Germany (9.8K tonnes) and Belgium (9.2K tonnes) represented the major exporters of dried grapes exported in the European Union, generating 71% of total export. It was distantly followed by the UK (4,306 tonnes) and Latvia (3,768 tonnes), together creating an 11% share of total exports. Denmark (2,442 tonnes) followed a long way behind the leaders.

From 2007 to 2018, the most notable rate of growth in terms of exports, amongst the main exporting countries, was attained by Denmark, while exports for the other leaders experienced more modest paces of growth.

In value terms, the largest dried grapes exporters in the European Union were Greece ($51M), the Netherlands ($31M) and Germany ($25M), with a combined 61% share of total exports. Belgium, the UK, Denmark and Latvia lagged somewhat behind, together comprising a further 23%.

Latvia experienced the highest growth rate of market size, among the main exporting countries over the period under review, while exports for the other leaders experienced more modest paces of growth.

Export Prices by Country

In 2018, the dried grapes export price in the European Union amounted to $2,495 per tonne, picking up by 11% against the previous year. Over the last eleven years, it increased at an average annual rate of +2.9%.

There were significant differences in the average prices amongst the major exporting countries. In 2018, the country with the highest price was Greece ($2,859 per tonne), while Latvia ($1,592 per tonne) was amongst the lowest.

From 2007 to 2018, the most notable rate of growth in terms of prices was attained by Greece, while the other leaders experienced more modest paces of growth.

Imports in the EU

The volume imports stood at 391K tonnes in 2018, lowering by -3.4% against the previous year. In general, dried grapes imports continue to indicate a relatively flat trend pattern, in accordance with the overall dynamic of the market. In value terms, dried grapes imports amounted to $791M (IndexBox estimates) in 2018.

Imports by Country

The imports of the three major importers of dried grapes, namely the UK, Germany and the Netherlands, represented more than half of total import. France (26K tonnes) held a 6.8% share (based on tonnes) of total imports, which put it in second place, followed by Belgium (5.5%), Italy (5.5%) and Spain (4.7%).

From 2007 to 2018, the most notable rate of growth in terms of imports, amongst the main importing countries, was attained by Spain, while imports for the other leaders experienced mixed trends in the imports figures.

In value terms, the largest dried grapes importing markets in the European Union were the UK ($199M), Germany ($163M) and the Netherlands ($109M), together comprising 60% of total imports. These countries were followed by France, Italy, Belgium and Spain, which together accounted for a further 21%.

Import Prices by Country

In 2018, the dried grapes import price in the European Union amounted to $2,021 per tonne, rising by 11% against the previous year. Over the last eleven-year period, it increased at an average annual rate of +2.7%. The most prominent rate of growth was recorded in 2008 when the import price increased by 27% against the previous year. The level of import price peaked at $2,503 per tonne in 2012; however, from 2013 to 2018, import prices remained at a lower figure.

Average prices varied somewhat amongst the major importing countries. In 2018, major importing countries recorded the following prices: in France ($2,204 per tonne) and Germany ($2,105 per tonne), while Spain ($1,615 per tonne) and Belgium ($1,776 per tonne) were amongst the lowest.

From 2007 to 2018, the most notable rate of growth in terms of prices was attained by the Netherlands, while the other leaders experienced more modest paces of growth.

Source: IndexBox AI Platform

blackberry

On Our Radar: How Blackberry Redefined Visibility for the Transportation Sector

Visibility by definition is, “the state of being able to see or be seen.” For transportation professionals, this definition merely scratches the surface of what’s required for streamlining operations while eliminating costs and inefficiencies. Everything is connected in some form or capacity, and the moment one part of the equation is affected, the entire supply chain can suffer or become enhanced. The determining factor between the two ultimately depends on the tools being used to ensure all parts are in motion while maintaining an optimal view of each moving part.

In the modern supply chain ecosystem, disruptions come at a high cost–both in time and money. Industry players require advanced solutions to weather the various storms on the horizon, especially in a world where theft costs seem to only be rising and cybersecurity risks become advanced by the day. Visibility in the modern world no longer entails the “ability to see or be seen” and that’s exactly what BlackBerry’s asset tracking Radar solution aims to redefine and revolutionize.

The Radar dashboard provides a multitude of visibility options for trailers, chassis and containers all through securely stored data on a cloud-based platform. BlackBerry takes pride in leading the industry as a security software and services company with an impressive portfolio of solutions designed with transportation professionals in mind. Launched in 2016, the BlackBerry Radar solution continues to recreate opportunities for growth and maximizing operations impacting every part of the asset tracking process down to maintenance.

“Radar was the brainchild of founder Sandeep Chennakeshu leveraging the legendary BlackBerry patents and engineering talent, and we’ve been able to transform the Radar BlackBerry experience and history into a new, modern solution for the transportation industry,” explains Christopher Plaat, senior vice president and general manager of BlackBerry Radar. “Radar fits into the overall vision of BlackBerry providing end-point security and effectiveness for customers. Built into the basis of BlackBerry Radar is the secure infrastructure and operating system leveraging BlackBerry QNX software to provide additional layers of security in the growing transportation sector. Ensuring technology cannot be hacked is a growing concern for transportation professionals.”

Over the years, BlackBerry has established its position as a leader in legacy engineering offering unique, modern and viable solutions built to last and overcome current and anticipated industry obstacles for the transportation sector. BlackBerry Radar takes asset management and tracking to a new level and industry leaders are noticing. Last year, Radar received recognition from American Trucking Associations as the newest ATA Featured Product Provider, attributing the offering’s real-time data capabilities as one of the hallmark features redefining asset tracking and transportation visibility. More recently, Class 1 railway Canadian Pacific announced the integration of Radar devices on their intermodal chassis fleet–2,000 to be exact.

“CP is constantly looking to evolve, innovate and elevate the experience for our customers,” says Jonathan Wahba, vice president Sales and Marketing, Intermodal and Automotive at Canadian Pacific. “We’re excited about this collaboration with BlackBerry Radar, and the potential benefits this technology will allow us to drive within our network.”

Plaat understands why the industry is reacting so positively to Radar. “Visibility means different things to different people and for Radar, visibility is more than just knowing where your asset is,” he explains. “It also means visibility into utilization and the effectiveness of your operations. We provide visibility in the way of information that is actionable that can help improve asset utilization, reduce costs, improve service for customers.”

Radar takes what customers were previously blind to and presents it along with a solution to ensure it doesn’t happen again. An example of this is revealing when other companies connect to another chassis and leave while starting to do business with another customer’s assets. This is a prime example of taking visibility beyond what’s available to view and revealing unidentified and hidden challenges. The Radar solution takes a proactive approach rather than preparing for reactive measures.

“We have customers that have seen on the Radar solution that their chassis is going somewhere they do not serve, only to later to find out that another carrier was using their assets to do business,” Plaat notes. “This is wrong but it’s happening. Knowing where your assets are, what they’re doing, and how they’re being utilized is something many companies don’t have visibility into. By deploying asset-management solutions, customers are provided with information they don’t have access to.”

Recall the industry-wide concern surrounding theft and unauthorized use in the industry. BlackBerry customers are building geofences that pair nicely with Radar devices, creating a tandem effort in addressing the issue of theft and ultimately preventing it. It’s a two-part solution that relies heavily on both ends of the solution. Repeated errors are costly and have no place in operations

“Beyond reporting how long assets sit within geofences, we provide reporting on what’s going on outside of geofences and terminals,” Plaat says. “Our customers receive alerts when their trailer leaves the yard to ensure thieves aren’t pulling their customer’s cargo in their trailer. Our reporting and alerting mechanism are very good at preventing theft.”

The reporting abilities found with Radar are paramount compared to other solution offerings in that it addresses a multitude of questions all at once. Radar is providing more than basic tracking of asset utilization by reporting the frequency a chassis is moving and when it’s stationary for a selected period through weekly, monthly or annual snapshots. This provides a clearer picture of exactly how productive operations are and how your customers are impacted. Radar also provides a trailer pool management solution addressing too much or too little available equipment, all while providing information on how the end customer’s needs are being addressed.

“This allows the effective balancing of equipment while reducing costs and using current assets,” Plaat says. “It also eliminates the need to buy more and the possibility of coming up short. Radar provides the ability to do mileage-based maintenance for customers with time-based chassis. Accurate mileage reporting found within Radar enables the customer to channel maintenance dollars where they are needed. Customers can allocate costs more effectively through identifying high-use equipment versus low-utilization equipment.”

The Radar solution differentiates itself beyond its asset management offerings. The solution offers a one-of-a-kind level of durability not typically found in transportation solutions. Radar devices boast a rugged and long-lasting hardware reputation through a self-contained, high-capacity six-year premium battery life, eight sensor reading capabilities, and the elimination of external wiring.

Additionally, Radar devices provide ease in installation combined with an unmatched and modern software nature. Customers don’t have to worry about delayed operations and can focus efforts on features such as the solution’s timeline tools, visibility tools and graphical user interface. It’s really that simple.

“BlackBerry has standard set of open APIs for customers to integrate Radar data into their TMS system or into their own PRP for providing visibility for customer service or operations or even management,” Plaat explains. “About 50 percent of our customers use the Radar dashboard while the other 50 percent use their own dashboards and reporting tools with Radar data populating those reports and visibility tools. Our software is easy to understand and provides great utilization at the customer’s fingertips that helps improve performance immediately upon deploying our solution. Those major differences–the durability, the ease of implementation and use are really what make Radar stand out.”

Radar does not forget about key pieces of the transportation puzzle, including drivers. In fact, it has specific features designed with drivers in mind, directly affecting the amount of time spent on locating assets. For trucking companies, locating assets quickly is essential in maintaining efficiencies. Unfortunately, this is an issue still very much present within the sector due to outdated pieces of information. With Radar devices, real-time updates for drivers are a major advantage that address existing problems in time management. The goal is to give back the time previously lost and with Radar, this is easily accomplished.

“Radar has a unique capability that sends a link to a driver that launches navigation to route a driver to the exact location of a chassis or trailer,” Plaat says. “This eliminates the issue of inaccurate or outdated data which in turn maximizes time efficiencies. A driver can save up to 30 minutes per day, per driver in their hours of service, which is valuable to all players in the supply chain.”

Whether it’s dwell times or the number of turns drivers are taking, Radar is equipped with the technology necessary to provide a clear picture of exactly what’s going on and identifying an opportunity for increasing average turns and ultimately, revenue. These features support the notion that asset tracking is more than basic visibility and requires a sophisticated and user-friendly approach that is not only secure but revolutionary technology solutions.

“Knowing how long an asset is sitting in a geofence and getting reports of average dwell times within an intermodal terminal or shipping facility–whether that’s a weekly or monthly basis–can provide good information for conversations with your customers and suppliers,” Plaat adds. “It opens the conversation of ‘how long is my container sitting before I can utilize it for other customers?’ which is very important for improving the utilization of one’s assets. Having this information can be highly valuable for operations and increase revenue.”

BlackBerry’s Radar solution shows no signs of slowing down fleet management and optimization in transportation for 2020. It’s clear this solution has set the bar higher and continues redefining the real transparent, real-time visibility for intermodal asset tracking. Through actionable visibility, BlackBerry Radar aims to impact every moving part of the supply chain and reinforce the role of advanced technology while improving service for customers and reducing costs.

________________________________________________________________

Christopher Plaat is senior vice president and general manager of BlackBerry Radar. He has more than 25 years of experience in the transportation and logistics industry. With a focus on advanced technology solutions that help companies improve operational efficiencies, manage compliance and reduce costs, Plaat spent more than 18 years in strategic technology sales and leadership roles for Fortune 500 companies, including Qualcomm and Lockheed Martin. He previously led sales and operations units for organizations including Overnite Transportation Co. and Emery Worldwide. Prior to joining BlackBerry, Plaat was vice president of Strategic Account Sales at Omnitracs. He earned his bachelor’s degree in Business and Economics from Point Loma College in San Diego.

Porsche

Porsche & DB Schenker Move Forward with Third PDC Collaboration

DB Schenker Canada has been confirmed as the official operator for Porsche’s Mississauga, Ontario-based parts distribution center, representing the logistics company’s third parts distribution centre (PDC) collaboration with the automaker. The collaboration confirms an overall reduction in parts lead time as Porsche previously received their spare parts and lifestyle goods from U.S.-based PDCs.

“The faster we can do repairs and get our customers’ cars back on the road again, the better,” says George Fremis, Manager, Parts Operations & Logistics, Porsche Cars Canada, Ltd. “DB Schenker understands that mentality and our brand. That’s why they were a great fit for this new facility.”

DB Schenker Canada will provide support in the parts storage and inventory management, picking and packing, and final destination dispatch in Canadian regions. Reports confirmed the logistics company will operate 140,000 square feet of the facility’s 176,000 square feet. The remaining space will be utilized for a national training center, test vehicle storage, with talks of a“Porsche Classic Café” for hosting customers and highlighting the Porsche brand’s innovations.

Porsche is no stranger to partnerships with DB Schenker, however. The automaker is currently collaborating with the leading logistics company in China and South Korea. DB Schenker’s leading expertise and broad range of capabilities, specifically in automotive logistics is credited for the ongoing collaborations and confidence between the companies.

“DB Schenker presented the PDC solution that was comprehensive and that made the most sense for us,” Fremis said.

“They understood the service levels that we needed to achieve, and even brought in the project manager from the Porsche South Korea implementation to support our project,” he added.

“Our team in Canada is thrilled to be part of Porsche’s growing global network. We recognize our role as a crucial link to improve the “Driver Experience” by delivering world-class service. Ultimately, we intend to deliver on our mission to become our clients most trusted and valued supply chain partner.” says Brad
Samson, Site Manager DB Schenker Canada.

logistics

Global Trade’s Annual Logistics Planning Guide Reveals the Year’s Top Trends

Sometimes buying your business into the latest trends isn’t the best idea. Saddled with high costs and incompatible programs, trendy new technology can often make business processes more difficult for your business, not less. But there are some industries where the latest really can be the greatest, and one of those industries is the logistics industry.

Let’s face it: Logistics make the world go round. Whether it’s shipping perishables to community markets or lifesaving machinery to medical clinics, there’s a lot riding on the shoulders of logistics providers. That’s why it often pays to rely on cutting-edge technology. From tracking and tracing to locating items in your warehouse, new technology can often get the job done faster and more accurately. Plus, with the growing e-commerce market, logistics is more important than ever before as businesses push to get their products into customers’ hands at the speed of retailers such as Amazon.

So, what’s on the horizon for the logistics industry this coming year? Here’s what’s on our radar—and should be on yours—for the best (and one troublesome) new innovations and trends in logistics in 2020.

LOGISTICS IT

When it comes to logistics, information technology (IT) may arguably be the most important innovation of 2020. That’s because without a solid tracking system in place you’re not only causing potential backlogs for your workers, but you could be causing frustration for your clients, too. After all, if your customer can’t see where their merchandise is in the supply chain, they may bring their business to someone else who can. This is where an excellent Warehouse Management System (WMS) comes in. Using RFID and GPS, warehouse management systems can now monitor and trace every piece of inventory in your warehouse, providing real-time data to both you and your customer.

Other systems expected to be used with increased frequency in the new year include order entry systems and transportation management systems (TMS).

But logistics IT isn’t just what the customer sees, or even what your employees interact with. It goes well beyond that. Logistics IT also encompasses the back end of your IT solutions—not just the IT product itself but also the customer support that goes along with it.

We all know the logistics industry doesn’t just run from nine to five. When there’s a problem like a software bug or outage, is your IT provider available to offer technical support when you need it? Does your provider strive to make software updates that are meaningful to your business, and that integrate seamlessly into your other systems? Does your provider notify you when there are new versions of your system that could benefit your business? These are all signs of a good IT provider—a trend you definitely don’t want to miss the boat (or train, plane or truck!) on.

Logistics providers are using the latest technology, such as Collaborative Planning, Forecasting and Replenishment (CPFR) and Vendor Managed Inventory (VMI), to satisfy ever-changing customer requirements. DHL Express introduced a fresh TC55 technology that works on the Android platform and is simple to use, as well as the navigation skills in the global positioning system (GPS).

ARTIFICIAL INTELLIGENCE AND MACHINE LEARNING

Artificial intelligence, or AI, is another way technology is streamlining the logistics industry. Currently, the biggest benefit of AI is arguably its ability to automate many of the processes logistics providers provide every day, including repetitive tasks that exhaust human capital and don’t challenge workers. Though many workers worry that AI will someday replace human workers, currently the technology is actually assisting them.

Another use for AI in the logistics industry relates to the driving of vehicles. As many are aware, initiatives from companies like Google have in recent years invested time and resources into developing self-driving cars, i.e. autonomous vehicles. These vehicles may be manned by a human driver, but they allow the driver to take breaks from driving while still traveling. This in turn gets deliveries to their destinations quicker, a fact that is projected to save logistics providers a lot of money. In fact, according to Mckinsey, autonomous vehicles could save logistics providers up to 45 percent, a savings providers can then pass along to their clients. These savings could then be passed to the consumer in the form of lower prices or lower shipping rates.

ENVIRONMENTALLY CONSCIOUS LOGISTICS

With many seaports developing green initiatives and land- and air-based logistics providers initiating a greater push for a reduced carbon footprint, 2020 is set to be a big year for reducing carbon emissions. Some land-based initiatives include more efficient route mapping, video conferencing and net-zero emissions.

Route mapping works by eliminating excess travel on longer routes. The idea is that a more direct route cuts fuel waste as well as carbon emissions. Video conferencing saves both money and the need for travel to meetings. As for net zero emissions, many logistics providers are investing in low or zero-emission vehicles and alternative fuels that emit less carbon into the air.

Logistics companies with warehousing services are also increasing their push toward a lower carbon footprint, using sustainable packaging and ramping up recycling efforts with the packing, shipping and packaging of products.

Maritime initiatives include the restoration and protection of wetlands as well as the planting of trees at some ports. Strategies also include the use of more efficient photosensitive lighting, such as the switch to LED lighting. Some ports have even switched over to the use of electric equipment instead of diesel fuel equipment, the establishment of fuel efficient requirements for ships which frequent the port and much more.

BLOCKCHAIN

If you’re in the logistics world, you’ve likely been hearing about blockchain for several years now. But what is it? Simply put, blockchain is a way of recording data which cannot be altered, using a technology called cryptology. Blockchain data is nearly unchangeable. The “chain” in blockchain refers to the chain of messages that originate from a single entry. To edit the chain, all members who posted to the chain must be willing to alter their own data to support the potentially edited data. This reduces the risk of that data being falsified or otherwise compromised along the way.

Blockchain data can be used to do everything from order tracking to payment issues. Blockchain also streamlines the way we communicate, reducing the need for time-consuming paperwork. Blockchain works in real-time, so shippers can trace every detail of their shipment as it progresses and make necessary adjustments to their route and load temperatures as needed. This can save time and money, preventing delays or rejected shipments.

Blockchain can also aid in financial decisions regarding fleet vehicles. Similar to a Carfax report, blockchain can show whether a pre-owned logistics vehicle has been maintained as well as the previous owner claims, and can help the potential buyer make decisions that could cost them—or save them—significantly down both the literal and figurative roads.

Indeed, blockchain has become so big that an organization has been founded to monitor the industry. The Blockchain in Transport Alliance, or BiTa, was founded to help advance the Bitchain industry, developing rules and regulations and providing education for new and veteran Bitchain users. The organization already boasts an impressive member list, including representatives of UPS and FedEx.

TECHNOMAX

In the maritime sector of the logistics industry, one revolutionary service that is “making waves” is TechnoMax, or TMX. TechnoMax works to streamline maritime operations by working with AI and the Internet of Things (IoT). The system provides risk and compliance data, app development, infrastructure development and data management. Some of TechnoMax’s capabilities include monitoring a ship’s emissions, analyzing cargo information and guiding navigation.

TRADE TARIFFS

Now for some bad news. With trade deals between the United States and China again delayed, there remains a lot of uncertainty among retailers and manufacturers. Though there is no crystal ball to predict the future or what it holds for these industries, the potential for raised prices on goods is of big concern. Price increases would inevitably be passed down to consumers, who could cut out or cut back on goods, causing sales to plummet. This could in turn negatively impact the logistics industry, as fewer products will be warehoused and transported.

For now, the industry seems to be holding its own, with some businesses preparing for the looming tariffs by shipping larger amounts now to avoid elevated costs later. Whether this bulking up will cause a dramatic drop in shipments in the first few months of 2020 remains to be seen.

LOOKING TO THE FUTURE

All things considered, 2020 seems to be gearing up to be a great year for the logistics industry, with many new technological and environmental advances on the horizon. From AI to blockchain, the industry is poised to become more efficient than ever, saving providers money which they can pass along to their clients, and in turn potentially to the consumer.

Even with the potential for steep tariffs on China (and vice versa) on the horizon, these positive advances should still make an impact on the industry in the coming year and decade.

cheese

European Fresh Cheese Market – Italy’s Output Doubled Over the Last Five Years

IndexBox has just published a new report: ‘EU – Fresh Cheese – Market Analysis, Forecast, Size, Trends And Insights’. Here is a summary of the report’s key findings.

The revenue of the fresh cheese market in the European Union amounted to $12.6B in 2018, remaining stable against the previous year. This figure reflects the total revenues of producers and importers (excluding logistics costs, retail marketing costs, and retailers’ margins, which will be included in the final consumer price). Overall, fresh cheese consumption continues to indicate a relatively flat trend pattern. The most prominent rate of growth was recorded in 2014 with an increase of 15% against the previous year. Over the period under review, the fresh cheese market attained its maximum level at $14B in 2008; however, from 2009 to 2018, consumption remained at a lower figure.

Consumption By Country in the EU

The countries with the highest volumes of fresh cheese consumption in 2018 were Italy (967K tonnes), France (585K tonnes) and Germany (548K tonnes), together accounting for 52% of total consumption. These countries were followed by the UK, Poland, Spain, Belgium, the Netherlands, the Czech Republic and Sweden, which together accounted for a further 37%.

From 2007 to 2018, the most notable rate of growth in terms of fresh cheese consumption, amongst the main consuming countries, was attained by the Netherlands, while the other leaders experienced more modest paces of growth.

In value terms, Italy ($3.8B) led the market, alone. The second position in the ranking was occupied by the UK ($1.7B). It was followed by France.

The countries with the highest levels of fresh cheese per capita consumption in 2018 were Italy (16,290 kg per 1000 persons), Belgium (13,307 kg per 1000 persons) and Poland (10,450 kg per 1000 persons).

From 2007 to 2018, the most notable rate of growth in terms of fresh cheese per capita consumption, amongst the main consuming countries, was attained by the Netherlands, while the other leaders experienced more modest paces of growth.

Market Forecast 2019-2025 in the EU

Driven by increasing demand for fresh cheese in the European Union, the market is expected to continue an upward consumption trend over the next seven-year period. Market performance is forecast to decelerate, expanding with an anticipated CAGR of +0.7% for the seven-year period from 2018 to 2025, which is projected to bring the market volume to 4.3M tonnes by the end of 2025.

Production in the EU

In 2018, approx. 4.4M tonnes of fresh cheese were produced in the European Union; going up by 1.6% against the previous year. The total output volume increased at an average annual rate of +2.1% over the period from 2007 to 2018; the trend pattern remained relatively stable, with only minor fluctuations being recorded throughout the analyzed period. The most prominent rate of growth was recorded in 2017 when production volume increased by 11% y-o-y. Over the period under review, fresh cheese production attained its peak figure volume in 2018 and is likely to see steady growth in the immediate term.

In value terms, fresh cheese production amounted to $11.2B in 2018 estimated in export prices. Over the period under review, fresh cheese production continues to indicate a mild shrinkage. The pace of growth was the most pronounced in 2014 with an increase of 15% y-o-y. Over the period under review, fresh cheese production attained its peak figure level at $14.3B in 2008; however, from 2009 to 2018, production remained at a lower figure.

Production By Country in the EU

The countries with the highest volumes of fresh cheese production in 2018 were Germany (928K tonnes), Italy (927K tonnes) and France (688K tonnes), with a combined 58% share of total production. Poland, the UK, Denmark, Belgium, Spain and Lithuania lagged somewhat behind, together accounting for a further 32%.

From 2007 to 2018, the most notable rate of growth in terms of fresh cheese production, amongst the main producing countries, was attained by Belgium, while the other leaders experienced more modest paces of growth.

Exports in the EU

In 2018, the fresh cheese exports in the European Union totaled 1.6M tonnes, growing by 2.1% against the previous year. The total exports indicated resilient growth from 2007 to 2018: its volume increased at an average annual rate of +6.1% over the last eleven years. The trend pattern, however, indicated some noticeable fluctuations being recorded throughout the analyzed period. Based on 2018 figures, fresh cheese exports increased by +91.0% against 2007 indices. The most prominent rate of growth was recorded in 2011 with an increase of 11% against the previous year. Over the period under review, fresh cheese exports attained their maximum in 2018 and are expected to retain its growth in the immediate term.

In value terms, fresh cheese exports amounted to $5.6B (IndexBox estimates) in 2018. The total exports indicated remarkable growth from 2007 to 2018: its value increased at an average annual rate of +6.1% over the last eleven years. The trend pattern, however, indicated some noticeable fluctuations being recorded throughout the analyzed period. Based on 2018 figures, fresh cheese exports increased by +30.3% against 2015 indices. The most prominent rate of growth was recorded in 2011 when exports increased by 23% y-o-y. Over the period under review, fresh cheese exports reached their peak figure in 2018 and are likely to see steady growth in the immediate term.

Exports by Country

Germany was the largest exporting country with an export of about 516K tonnes, which resulted at 32% of total exports. It was distantly followed by France (221K tonnes), Denmark (183K tonnes), Italy (181K tonnes), Poland (96K tonnes) and Belgium (86K tonnes), together achieving a 48% share of total exports. The UK (67K tonnes) followed a long way behind the leaders.

Exports from Germany increased at an average annual rate of +5.5% from 2007 to 2018. At the same time, Belgium (+15.3%), Poland (+7.9%), Italy (+6.9%), Denmark (+6.4%), the UK (+5.9%) and France (+2.2%) displayed positive paces of growth. Moreover, Belgium emerged as the fastest-growing exporter in the European Union, with a CAGR of +15.3% from 2007-2018. From 2007 to 2018, the share of Germany, Italy, Denmark, Belgium, Poland, France and the UK increased by +14%, +5.9%, +5.7%, +4.3%, +3.4%, +3% and +2% percentage points, while the shares of the other countries remained relatively stable throughout the analyzed period.

In value terms, the largest fresh cheese markets in the European Union were Germany ($1.6B), Italy ($964M) and Denmark ($638M), with a combined 58% share of total exports. France, Belgium, Poland and the UK lagged somewhat behind, together comprising a further 25%.

In terms of the main exporting countries, Belgium experienced the highest rates of growth with regard to exports, over the last eleven years, while the other leaders experienced more modest paces of growth.

Export Prices by Country

The fresh cheese export price in the European Union stood at $3,504 per tonne in 2018, picking up by 2.4% against the previous year. In general, the fresh cheese export price, however, continues to indicate a relatively flat trend pattern. The most prominent rate of growth was recorded in 2008 an increase of 18% y-o-y. In that year, the export prices for fresh cheese reached their peak level of $4,179 per tonne. From 2009 to 2018, the growth in terms of the export prices for fresh cheese failed to regain its momentum.

There were significant differences in the average prices amongst the major exporting countries. In 2018, the country with the highest price was Italy ($5,330 per tonne), while France ($2,660 per tonne) was amongst the lowest.

From 2007 to 2018, the most notable rate of growth in terms of prices was attained by Poland, while the other leaders experienced mixed trends in the export price figures.

Imports in the EU

In 2018, the amount of fresh cheese imported in the European Union stood at 1.3M tonnes, increasing by 5.4% against the previous year. The total imports indicated remarkable growth from 2007 to 2018: its volume increased at an average annual rate of +5.3% over the last eleven-year period. The trend pattern, however, indicated some noticeable fluctuations being recorded throughout the analyzed period. Based on 2018 figures, fresh cheese imports increased by +76.1% against 2007 indices. The growth pace was the most rapid in 2011 with an increase of 10% against the previous year. The volume of imports peaked in 2018 and are likely to see steady growth in the immediate term.

In value terms, fresh cheese imports amounted to $4.4B (IndexBox estimates) in 2018. The total imports indicated a strong increase from 2007 to 2018: its value increased at an average annual rate of +5.3% over the last eleven years. The trend pattern, however, indicated some noticeable fluctuations being recorded throughout the analyzed period. Based on 2018 figures, fresh cheese imports increased by +29.3% against 2016 indices. The pace of growth appeared the most rapid in 2011 with an increase of 21% year-to-year. The level of imports peaked in 2018 and are likely to see steady growth in the near future.

Imports by Country

The countries with the highest levels of fresh cheese imports in 2018 were Italy (221K tonnes), the UK (189K tonnes), Germany (137K tonnes), the Netherlands (127K tonnes), France (118K tonnes), Spain (95K tonnes) and Belgium (77K tonnes), together resulting at 74% of total import. Austria (39K tonnes), Poland (33K tonnes), Romania (33K tonnes), the Czech Republic (26K tonnes) and Ireland (25K tonnes) followed a long way behind the leaders.

From 2007 to 2018, the most notable rate of growth in terms of imports, amongst the main importing countries, was attained by Ireland, while the other leaders experienced more modest paces of growth.

In value terms, the largest fresh cheese importing markets in the European Union were Italy ($778M), the UK ($573M) and Germany ($507M), with a combined 42% share of total imports. France, the Netherlands, Spain, Belgium, Austria, Poland, Romania, Ireland and the Czech Republic lagged somewhat behind, together comprising a further 44%.

In terms of the main importing countries, Poland experienced the highest rates of growth with regard to imports, over the last eleven years, while the other leaders experienced more modest paces of growth.

Import Prices by Country

In 2018, the fresh cheese import price in the European Union amounted to $3,409 per tonne, rising by 3.7% against the previous year. Overall, the fresh cheese import price continues to indicate a relatively flat trend pattern. The pace of growth appeared the most rapid in 2008 an increase of 17% against the previous year. In that year, the import prices for fresh cheese attained their peak level of $3,996 per tonne. From 2009 to 2018, the growth in terms of the import prices for fresh cheese failed to regain its momentum.

Average prices varied somewhat amongst the major importing countries. In 2018, major importing countries recorded the following prices: in France ($3,885 per tonne) and Austria ($3,750 per tonne), while the Netherlands ($2,750 per tonne) and the UK ($3,029 per tonne) were amongst the lowest.

From 2007 to 2018, the most notable rate of growth in terms of prices was attained by Poland, while the other leaders experienced more modest paces of growth.

Source: IndexBox AI Platform

multinational

5 Merits of a Multinational Workplace

Being in a multinational workplace simply implies that your business has its operations in more than one country. The term is different from a business that is said to be international. An international organization has all its activities in one country but exports its products to different other countries.

The multinational business is already established in other countries like they have their offices in those other countries. It is of course very advantageous to have operations in different countries in the world rather than having all your operations centralized but exporting to other countries. You could also become a life coach and work with multinational companies to assist them to embrace a diverse work environment.

Cost Advantages

This is one of the major advantages. The multinational companies are advantageous in that they can be able to locate countries where there are tax incentives and cheap labor. If they establish even bigger operations and expand their stores in that country then they will definitely make good money as compared to the international companies. 

This will be due to the incentive given by the government to private investors. Again if there is cheap labor it means the company will have lowered the cost of operations. They could even transport some of the employees to their other branches in other countries. This will effectively reduce their operating costs and hence more profits. The company will also be aware of the ideal countries where they could get supplies cheaply because of the exposure and also what business thrives in what country.

Workforce Innovation

Having employees from different nations is an added advantage to your business. The distinct cultures do give a different fundamental approach in business, society, management, and life with all its aspects. Having different cultures in your research and development team ensures your business stays at the front of innovations and inventions.

You need to know that not only products and services will benefit from multicultural co-operation in your organization. Your firm will also benefit from a wide range of ideas in production methods and marketing strategies.

Huge Valuable Network

Having a multinational company exposes you to more information and knowledge on diverse aspects of business and life in general. You will meet new customers, new cultures, prominent leaders and many other people who you will share brilliant ideas with. These multinational companies offer employees a perfect opportunity to be innovative as they share ideas from different cultures. They will also be very creative and of course, this is a plus for your business. The marketing term will come up with some value addition strategies that you couldn’t have figured out yourself.

International Travels

Your presence in a multinational business means that you will definitely be traveling to other countries. These are the countries where your company has established its operations and some of its branches. The business will require someone to be checking at how things are running, representation in meetings in those countries. 

These trips including even the business trips will give you a chance to explore new places and learn about their diverse cultures and way of doing things. Understanding the different nationalities and cultures basically opens up new opportunities for you. As you meet the new personalities you will learn a thing or two from them and even leave with a brilliant idea from them.

Holiday Destination Ideas

Working for a multinational company means you are going to meet more people from virtually all over the world. During your interactions with them, they could be probably talking about their countries and places one could visit. The best holidays are the ones you head on to a place that you at least have a clue about from friends.

The colleagues at the workplace will recommend beautiful sandy beaches that they have been to and amazing restaurants that can be found within or someplace they have visited. Some colleagues will even decide to take you there for a reconnaissance such that once you plan to go there you are already familiar with the place.

Bottom Line

Simply saying, a multinational company is very advantageous more than an international one. You will be having international travels by being in a multinational company and see new cities and towns. There is also more revenue in such kind of a company hence the pay for employees is better.

Meeting with people from other nationalities opens you up to the world and to more ideas on how things work. The employees become more creative and innovative.

brexit

What’s Your Brexit Security Strategy?

Boris Johnson’s new Conservative majority is set to plow forward with leaving the EU on January 31st, 2020, however, what exactly does this mean for Britain’s logistics industry? K9patrol has put together this infographic highlighting concerns and possible issues with the logistics industry post-Brexit.

As we’ve seen so far, there still appears to be uncertainty ahead regarding Brexit, and this could impact logistics especially. With further disruption and delays, new regulations and potential diplomatic breakdown between the UK, the Republic of Ireland and the EU, there does seem to be some very real threats posed to this particular industry. Cargo security, in particular, will be a major concern for many businesses within logistics because of goods that would otherwise be in transit may have a possibility of being sold on or delayed for long periods of time in foreign countries. The EU receives around 50% of our exports, so with this, e should take this possible risk very seriously.

We hope this infographic lays out potential future issues that this may bring, and with this better understand the key political decisions that might affect them and their business.

Any arguments made by the evidence in the infographic is incidental and do not reflect our political opinions as a business.

 

 

 

 

What’s Your Brexit Security Strategy?
Infographic: K9 Patrol

 

 

silk road

Can the New Silk Road Compete with the Maritime Silk Road?

China’s president Xi Jinping refers the Belt and Road Initiative, aka the New Silk Road, as the “Project of the Century” and according to a recent Bloomberg article, Morgan Stanley anticipates Chinese investments will total 1.3 trillion US dollars by 2027. In addition, more than 150 countries and international organizations have committed to invest in the project as well with infrastructure enhancements, such as roadways and power plants. But will this New Silk Road ever really compete with the firmly established Maritime Silk Road?

Following is a comprehensive analysis by Bernhard Simon, CEO of Dachser, an international logistics solutions provider, Mr. Simon outlines the benefits and challenges associated with the New Silk Road as well as its position as a potential competitor to the Maritime Silk Road.

Over the last few years, the more I hear and read about the New Silk Road, the more grand the expectations.  Politically speaking, the trade corridors between China and Europe, as well as Africa, seem to be China’s key to becoming a leading global power in the 21st century. Logistically speaking, it would seem that infrastructures and networks are emerging on an entirely new scale, taking a gigantic economic area—often described as representing 60 percent of the world’s population and 35 percent of the global economy—to the next level. The New Silk Road could be a kind of high-speed internet for the transport of physical goods.

As with most narratives, it is worth taking a critical look at the facts. I would like to do this now for certain logistical aspects of the Belt and Road Initiative (BRI), as the New Silk Road is officially known.

First, let’s consider the overland connection between China and Europe: the possibility of bringing Chinese consumer goods to us on the east-west route via rail. This transcontinental route was not the brainchild of China’s President Xi Jinping, who made the BRI a national doctrine in 2013.

In fact, goods have been rolling along the Trans-Siberian route from China to Europe since 1973 (with some interruptions due to the Cold War). Today, there are two routes out of northern China, which head via Mongolia, Kazakhstan and Russia to terminal stations such as Duisburg’s Inner Harbor or Hamburg. China’s western region, home to the megacity of Chongqing and its 30 million people, is also connected to the northern routes. This route allows cargo from the west to no longer need to be transported the many miles to China’s coasts.

 High Costs of Rail Freight vs. Ocean Freight

How significant are these rail links for logistics between Asia and Europe? In 2017, 2,400 trains moved about 145,000 standard containers between China and Central Europe. This corresponds roughly to the cargo of seven large container ships. The International Union of Railways (UIC) expects this to grow to 670,000 standard containers—equivalent to 33 container ships—in ten years’ time. Despite this forecast growth, the existing rail links between China and Europe are likely to remain logistical mini-niches. Steve Saxon, a logistics expert from McKinsey in Shanghai, summarizes it nicely: “Compared to sea freight, the volume of goods transported to Europe overland will always remain small.”

This is primarily a matter of cost. Transporting a standard container between Shanghai and Duisburg by rail costs between $4,500 USD and $6,700 USD; compare that to the cost of sending a similar container from Shanghai to Hamburg by ship: currently around $1,700 USD. This difference is simply too great for railway transport to be truly competitive against ocean transport, even though they move the cargo at about twice the speed. Efficiency improvements will not have a big enough impact to shift from ocean transport to rail.

Another factor is that at the moment, China heavily subsidizes these international rail connections. Once that support ends in 2021, competitiveness will erode further. It is not clear whether rail transport will be self-sustaining without subsidies.

Also, in most cases, anyone needing a shipment quickly and flexibly typically sends it via air freight, even if this option costs around 80 percent more than via railway. Thus, freight transport by rail is (and will remain) caught between economic (by ocean) and fast (by air).

Would adding more train routes change the situation?

China is planning an additional railway line in its southern region, which will move cargo to Europe via Central Asian countries, as well as Iran, and Turkey, bypassing Russia entirely. Indeed, a railway line has connected China with Iran since 2018. This route is, geographically speaking, very similar to the “old” Silk Road, a trade route for camel caravans that crossed Central Asia on its way to the eastern Mediterranean. If this railway line is completed one day, it will raise a number of questions from a European perspective: How can safety, punctuality, and reliability be guaranteed? How can delays caused by customs clearance be minimized? What effect will international sanctions have, for example, on transit through Iran? How can the misuse of containers for smuggling immigrants be avoided? In other words, many issues need to be addressed before a railway corridor south of Russia can be established.

There are two more routes in China’s BRI strategy. One is in Southeast Asia: a 2,400-mile railway line from Kunming to Singapore plus a branch to Calcutta. The other is a rail line that starts in China’s far west, then runs through Pakistan to the port of Gwadar on the Arabian Sea. Crossing over various passes in Central Asia, this technically challenging project is expected to cost $62 billion USD. However, both routes have only a very indirect connection to freight traffic between China and Europe.

So the situation will remain much the same into the future–some 90 percent of world trade will go by ship. Rail transport via the New Silk Road will not change this. If all this freight suddenly started rolling along the Silk Road, the route would be like an endless conveyor belt loop—the idea is completely absurd.

And what about the Maritime Silk Road?

More important than Eurasian railway routes is the so-called Maritime Silk Road, i.e., the transport of cargo from China to Europe by sea. As soon as Portuguese sailors opened up China for trade by sea in 1514, the old Silk Road began to fade from memory.

Today, more than 50 percent of global trade takes place on the Maritime Silk Road between China/East Asia and Europe. The world’s largest container ports are on this route: Shanghai, Singapore, Shenzhen, Ningbo-Zhoushan, Busan, and Hong Kong. The development of the Maritime Silk Road needed no Chinese master plan; logistics infrastructure arises wherever corresponding investments pay off.

China has numerous plans for these established shipping routes, including port expansions. Its shareholdings in around 80 port companies—including Piraeus and more recently Genoa and Trieste—support its plans and ensure investments. Why should we take issue with China for pursuing these goals leveraging its position as a leading global economic power? It is not the first country to promote its economic interests with direct investments and financing. Europe, too, should pursue a strategy of developing an enhanced infrastructure to transport freight to and from China/Southeast Asia in order to ensure a reciprocal exchange.

And China’s plan to step up the use of the maritime corridor through the Suez Canal, which shortens transport between China and Central Europe by at least four days compared to the route around Africa, is reasonable and less complicated. The Frenchman Ferdinand de Lesseps completed the Suez Canal in 1869 with precisely this goal in mind.

Conclusion

Nobody denies that the diverse projects of the New Silk Road hold great economic potential; that they would improve the network of connections between Asia and Europe; and that Beijing has a geopolitical interest in pursuing them. China is creating an enhanced infrastructure that will benefit all participants in the global economy. Nevertheless, it would be advisable to evaluate the logistical opportunities with the necessary dose of reality. I would caution against being dazzled by the beautiful visions and the fascinating narrative as it could cloud your vision and lead to using poor judgment and making risky investments.

 

Bernhard Simon is the CEO of Dachser Logistics
chinese new year

Here’s How Your Business Can Prepare for Chinese New Year Shutdowns

It’s that time of the year once again where Chinese New Year is around the corner and preparations throughout Asian countries are underway. Countries including Korea and Vietnam are also expected to participate in the Lunar New Year celebrations around the same time as Chinese New Year, requiring other global businesses to consider what preparations need to be made in advance to ensure operations aren’t put to a halt.

In a report from Dachser Logistics, it’s estimated nearly 80 million Chinese workers will be traveling to their hometowns to honor Chinese New Year – also called the “Year of the Rat.” During this time, the Chinese manufacturing infrastructure completely shuts down, from businesses to factories for up to four weeks in the region. Dacher goes on to report that this can impact production for up to two months and lists various ways businesses can be impacted:

-All business during Chinese New Year will face delayed production time, as will quotation requests.

-Many workers will not return to their workplace immediately after the holidays, which means previously estimated production times might be extended.

-If orders are placed late, it is possible they will be placed further back in the production line.

-With more than a month’s worth of orders backed up to start with, factories will favor orders from their preferred partners.

“With the upcoming Chinese New Year period, it is a time of many challenges for importers and exports. Proactive planning and preparation are key to effectively navigate and managing supply chain issues that could occur during this time; ensuring that freight is handled consistently and without interruption. At Dachser, we aim to minimize any impact to our customers.” said Guido Gries Managing Director, Dachser Americas.
“We have reviewed the critical steps that are needed to prepare for Chinese New Year with our customers well in advance. This proactive preparation helps to ensure that there is minimal disruption to their global supply chains.” added Gries.
Dachser Logistics is no stranger to effective planning, however. The leading global logistics provider ensures its customers know exactly what measures can be taken to avoid delays, when holiday business hours take effect and how to keep the supply chain running for each anticipated holiday or possible disruption. These tips are as follows:

-Build up adequate inventory, considering a period of up to four weeks after Chinese New Year and even find out if your Chinese source has inventory in non-Asian locations, so you can use other supply chains.

-Inform your forwarder about your priority shipments, in case there is limited space.

-Book shipments well in advance of Chinese New Year.

-Reserve space on passenger flights for shipments that cannot be delayed. The rates are slightly higher, but this measure will keep your supply chain running.

Source: Dachser Logistics
cabbage

Global Cabbage Market to Reach 80M Tonnes by 2025

IndexBox published a report: ‘World – Cabbage And Other Brassicas – Market Analysis, Forecast, Size, Trends and Insights’. Here is a summary of the report’s key findings.

The global cabbage market revenue amounted to $39.4B in 2018, dropping by -3% against the previous year. This figure reflects the total revenues of producers and importers (excluding logistics costs, retail marketing costs, and retailers’ margins, which will be included in the final consumer price). The market value increased at an average annual rate of +3.1% from 2007 to 2018; the trend pattern indicated some noticeable fluctuations being recorded throughout the analyzed period. The most prominent rate of growth was recorded in 2010 when the market value increased by 14% year-to-year. Global cabbage consumption peaked at $43.7B in 2016; however, from 2017 to 2018, consumption failed to regain its momentum.

Consumption By Country

The country with the largest volume of cabbage consumption was China (33M tonnes), comprising approx. 45% of total consumption. Moreover, cabbage consumption in China exceeded the figures recorded by the world’s second-largest consumer, India (9.2M tonnes), fourfold. The third position in this ranking was occupied by Russia (3.7M tonnes), with a 5.2% share.

From 2007 to 2018, the average annual growth rate of volume in China was relatively modest. The remaining consuming countries recorded the following average annual rates of consumption growth: India (+4.7% per year) and Russia (+2.6% per year).

In value terms, China ($13.9B) led the market, alone. The second position in the ranking was occupied by India ($5.7B). It was followed by Japan.

The countries with the highest levels of cabbage per capita consumption in 2018 were Romania (57 kg per person), South Korea (46 kg per person) and Ukraine (39 kg per person).

From 2007 to 2018, the most notable rate of growth in terms of cabbage per capita consumption, amongst the main consuming countries, was attained by India, while the other global leaders experienced more modest paces of growth.

Market Forecast 2019-2025

Driven by increasing demand for cabbage worldwide, the market is expected to continue an upward consumption trend over the next seven-year period. Market performance is forecast to retain its current trend pattern, expanding with an anticipated CAGR of +1.4% for the seven-year period from 2018 to 2025, which is projected to bring the market volume to 80M tonnes by the end of 2025.

Production 2007-2018

In 2018, the amount of cabbage and other brassicas produced worldwide stood at 73M tonnes, picking up by 1.7% against the previous year. The total output volume increased at an average annual rate of +1.4% over the period from 2007 to 2018; the trend pattern remained relatively stable, with only minor fluctuations being observed in certain years. The pace of growth was the most pronounced in 2011 with an increase of 6.8% against the previous year. Global cabbage production peaked in 2018 and is expected to retain its growth in the near future. The general positive trend in terms of cabbage output was largely conditioned by slight growth of the harvested area and a relatively flat trend pattern in yield figures.

In value terms, cabbage production totaled $40.5B in 2018 estimated in export prices. In general, the total output indicated prominent growth from 2007 to 2018: its value increased at an average annual rate of +1.4% over the last eleven years. The trend pattern, however, indicated some noticeable fluctuations being recorded throughout the analyzed period. Based on 2018 figures, cabbage production decreased by -11.0% against 2016 indices. The pace of growth appeared the most rapid in 2010 when production volume increased by 26% year-to-year. Global cabbage production peaked at $45.5B in 2016; however, from 2017 to 2018, production failed to regain its momentum.

Production By Country

China (34M tonnes) constituted the country with the largest volume of cabbage production, accounting for 47% of total production. Moreover, cabbage production in China exceeded the figures recorded by the world’s second-largest producer, India (9.2M tonnes), fourfold. The third position in this ranking was occupied by Russia (3.6M tonnes), with a 5% share.

In China, cabbage production expanded at an average annual rate of +1.1% over the period from 2007-2018. The remaining producing countries recorded the following average annual rates of production growth: India (+4.7% per year) and Russia (+2.9% per year).

Harvested Area 2007-2018

In 2018, approx. 2.5M ha of cabbage and other brassicas were harvested worldwide; therefore, remained relatively stable against the previous year. The harvested area increased at an average annual rate of +1.3% over the period from 2007 to 2018; the trend pattern remained relatively stable, with somewhat noticeable fluctuations being recorded over the period under review. The pace of growth was the most pronounced in 2011 when harvested area increased by 5.6% against the previous year. Over the period under review, the harvested area dedicated to cabbage production reached its peak figure in 2018 and is likely to see steady growth in the near future.

Yield 2007-2018

In 2018, the global average cabbage yield totaled 29 tonne per ha, approximately reflecting the previous year. Overall, the cabbage yield continues to indicate a relatively flat trend pattern. The growth pace was the most rapid in 2008 with an increase of 2.2% y-o-y. The global cabbage yield peaked at 29 tonne per ha in 2014; however, from 2015 to 2018, yield stood at a somewhat lower figure.

Exports 2007-2018

In 2018, the global exports of cabbage and other brassicas totaled 2.5M tonnes, surging by 7.2% against the previous year. The total export volume increased at an average annual rate of +3.4% over the period from 2007 to 2018; however, the trend pattern indicated some noticeable fluctuations being recorded over the period under review. The most prominent rate of growth was recorded in 2011 when Exports increased by 16% y-o-y. Over the period under review, global cabbage exports reached their maximum in 2018 and are likely to see steady growth in the near future.

In value terms, cabbage exports amounted to $1.7B in 2018. Over the period under review, the total exports indicated a resilient expansion from 2007 to 2018: its value increased at an average annual rate of +3.4% over the last eleven years. The trend pattern, however, indicated some noticeable fluctuations being recorded throughout the analyzed period. Based on 2018 figures, cabbage exports increased by +85.8% against 2007 indices. The most prominent rate of growth was recorded in 2011 when Exports increased by 18% against the previous year. Over the period under review, global cabbage exports attained their peak figure in 2018 and are expected to retain its growth in the near future.

Exports by Country

China was the largest exporter of cabbage and other brassicas in the world, with the volume of exports reaching 990K tonnes, which was near 39% of total exports in 2018. The U.S. (220K tonnes) ranks second in terms of the total exports with a 8.7% share, followed by the Netherlands (8.3%), Spain (6.2%) and Mexico (5.7%). Canada (85K tonnes), Poland (84K tonnes), Italy (72K tonnes), Germany (66K tonnes) and Macedonia (57K tonnes) followed a long way behind the leaders.

Exports from China increased at an average annual rate of +7.0% from 2007 to 2018. At the same time, Macedonia (+11.5%), Spain (+9.3%), Mexico (+6.1%), Canada (+5.6%) and the Netherlands (+3.1%) displayed positive paces of growth. Moreover, Macedonia emerged as the fastest growing exporter in the world, with a CAGR of +11.5% from 2007-2018. The U.S. and Italy experienced a relatively flat trend pattern. By contrast, Germany (-2.2%) and Poland (-3.7%) illustrated a downward trend over the same period. While the share of China (+21 p.p.), Spain (+3.9 p.p.), Mexico (+2.7 p.p.), the Netherlands (+2.4 p.p.), Macedonia (+1.6 p.p.) and Canada (+1.5 p.p.) increased significantly in terms of the global exports from 2007-2018, the share of Poland (-1.7 p.p.) displayed negative dynamics. The shares of the other countries remained relatively stable throughout the analyzed period.

In value terms, the largest cabbage markets worldwide were China ($398M), the U.S. ($344M) and the Netherlands ($194M), with a combined 54% share of global exports. Spain, Mexico, Italy, Canada, Poland, Germany and Macedonia lagged somewhat behind, together accounting for a further 32%.

Macedonia recorded the highest growth rate of exports, in terms of the main exporting countries over the last eleven years, while the other global leaders experienced more modest paces of growth.

Export Prices by Country

In 2018, the average cabbage export price amounted to $682 per tonne, coming down by -5.4% against the previous year. Over the last eleven-year period, it increased at an average annual rate of +2.3%. The pace of growth was the most pronounced in 2008 when the average export price increased by 10% against the previous year. The global export price peaked at $722 per tonne in 2016; however, from 2017 to 2018, export prices remained at a lower figure.

Prices varied noticeably by the country of origin; the country with the highest price was the U.S. ($1,567 per tonne), while Macedonia ($391 per tonne) was amongst the lowest.

From 2007 to 2018, the most notable rate of growth in terms of prices was attained by the U.S., while the other global leaders experienced more modest paces of growth.

Imports 2007-2018

In 2018, approx. 2.3M tonnes of cabbage and other brassicas were imported worldwide; dropping by -10.3% against the previous year. The total import volume increased at an average annual rate of +2.4% over the period from 2007 to 2018; however, the trend pattern indicated some noticeable fluctuations being recorded over the period under review. The pace of growth appeared the most rapid in 2015 with an increase of 24% y-o-y. Over the period under review, global cabbage imports reached their peak figure at 2.6M tonnes in 2016; however, from 2017 to 2018, imports stood at a somewhat lower figure.

In value terms, cabbage imports totaled $1.5B in 2018. Overall, the total imports indicated a conspicuous increase from 2007 to 2018: its value increased at an average annual rate of +2.4% over the last eleven years. The trend pattern, however, indicated some noticeable fluctuations being recorded throughout the analyzed period. Based on 2018 figures, cabbage imports decreased by -12.2% against 2016 indices. The most prominent rate of growth was recorded in 2011 with an increase of 16% against the previous year. Global imports peaked at $1.7B in 2016; however, from 2017 to 2018, imports failed to regain their momentum.

Imports by Country

In 2018, China, Hong Kong SAR (546K tonnes), distantly followed by the U.S. (225K tonnes), Canada (189K tonnes), Malaysia (176K tonnes), Russia (113K tonnes), Germany (112K tonnes) and Thailand (105K tonnes) represented the main importers of cabbage and other brassicas, together mixing up 64% of total imports. Singapore (64K tonnes), Japan (60K tonnes), the Czech Republic (53K tonnes), France (50K tonnes) and the UK (42K tonnes) occupied a minor share of total imports.

Imports into China, Hong Kong SAR increased at an average annual rate of +6.3% from 2007 to 2018. At the same time, Thailand (+32.5%), Malaysia (+9.8%), France (+2.5%), the U.S. (+2.2%), Canada (+2.0%) and the Czech Republic (+1.2%) displayed positive paces of growth. Moreover, Thailand emerged as the fastest growing importer in the world, with a CAGR of +32.5% from 2007-2018. Singapore experienced a relatively flat trend pattern. By contrast, Japan (-1.2%), Germany (-1.3%), Russia (-3.5%) and the UK (-5.5%) illustrated a downward trend over the same period. From 2007 to 2018, the share of China, Hong Kong SAR, Malaysia, Thailand, the U.S. and Canada increased by +12%, +4.9%, +4.3%, +2.1% and +1.6% percentage points, while the UK (-1.6 p.p.) and Russia (-2.3 p.p.) saw their share reduced. The shares of the other countries remained relatively stable throughout the analyzed period.

In value terms, Canada ($302M), China, Hong Kong SAR ($223M) and the U.S. ($167M) were the countries with the highest levels of imports in 2018, with a combined 47% share of global imports. These countries were followed by Germany, Malaysia, France, Thailand, Singapore, the UK, Japan, Russia and the Czech Republic, which together accounted for a further 30%.

Among the main importing countries, Thailand experienced the highest rates of growth with regard to imports, over the last eleven-year period, while the other global leaders experienced more modest paces of growth.

Import Prices by Country

The average cabbage import price stood at $641 per tonne in 2018, approximately reflecting the previous year. Over the period from 2007 to 2018, it increased at an average annual rate of +1.1%. The growth pace was the most rapid in 2013 when the average import price increased by 18% y-o-y. Over the period under review, the average import prices for cabbage and other brassicas attained their maximum at $692 per tonne in 2014; however, from 2015 to 2018, import prices failed to regain their momentum.

There were significant differences in the average prices amongst the major importing countries. In 2018, the country with the highest price was Canada ($1,597 per tonne), while Russia ($315 per tonne) was amongst the lowest.

From 2007 to 2018, the most notable rate of growth in terms of prices was attained by Canada, while the other global leaders experienced more modest paces of growth.

Source: IndexBox AI Platform