Monthly Talk

Richard Lörtscher Deputy Head of Logistics & Dangerous Goods Officer Joined Müller AG Verpackungen in 2007

"It's fascinating how our Müller drums are in demand around the world."

Richard "Richi" Lörtscher, Deputy Head of Logistics at Müller Packaging in Münchenstein, is a kind of internal "hidden champion". His curriculum vitae shows that he is a Swiss officer, was responsible for logistics at CityDisc in Allschwil and later independently set up a BluRay and DVD rental business. He also proved himself as a streetcar driver for the Basler Verkehrsbetriebe. Before joining Müller Packaging just over a year ago, he was site manager at Murpf Transporte in Hägendorf. Logistics is in his blood.

Mr. Lörtscher, can you please give us a brief overview of the logistics team here in Münchenstein and its tasks?

With the foreman and master craftsman, there are 16 people in the team who work in shifts. Most of them have been working together for a long time. The processes are well coordinated and the atmosphere in the team is excellent. The head of logistics, Stéphane Zaepfel, and myself manage the entire administrative area. We organize the transports to the customers and take their specific wishes into account for the loading. Ismael Buess leads the two teams, the early shift and the late shift, downstairs in the shipping department. There, drums arriving from production are palletized, "shrink-wrapped" with a film to secure them, and made ready for loading. We also work very closely with internal transport. Especially when we have loadings outside the logistics hall - for example, in the warehouse or at the railroad tracks of the neighboring Münchenstein train station.

You have yourself been on board for 14 months. How did you come to Müller Packaging?

I live in Baselbiet and had a long commute to Hägendorf. Then, rather by chance, my girlfriend saw the ad from the job recruiter Beeworxs. I then applied for the position of Hazardous Goods Officer and Deputy Head of Logistics at Müller Packaging, which ultimately led to my employment.

What challenges does the logistics team have to master every day?

Basically, our work is about ensuring that our customers' individual specifications are met. Customers have different requirements for palletizing and transporting Müller drums. These can be labels, with specific information printed on them, or requirements for pallet sizes. The individual customer requirements in themselves are more or less easy to implement. It is more a question of organization to keep track and to inform the teams appropriately so that the packs are prepared for shipping according to the customer's requirements.

How many outgoing shipments does Müller Packaging process in Münchenstein per day? How many of these go abroad?

On average, there are 10 outgoing shipments per day, half of them going abroad.

Do you also handle customs declarations for export shipments and issue ATA carnets?

There is a division of tasks between the carrier and us here. We prepare the forms for the export declaration, including confirmation of origin - in other words, that the drums have been produced in Switzerland. The preparation of the entire customs documents is then the task of the carriers.

Who are your direct contacts, internally and externally?

We have daily contact with our colleagues in sales, purchasing and production. Then, of course, with the drivers who collect goods from us. And also with the office staff of the transport companies with whom we work closely.

How digitally do you currently collaborate with carriers? Does most of the paper traffic take place online or on special online platforms? Or do you still work a lot physically with paper?

The latter. We still work very much physically with paper. Freight documents, delivery bills - many things have to be stamped here and there. If these documents were digital, a standardized solution would have to be used so that cooperation between customers, carriers and us would work. And the various border offices would also have to work with such a digital solution. From that point of view, the paper solution has established itself, is easy to use and can be easily deployed all over the world. That's why a holistic integrated digital solution will probably have a rather difficult time in this area.

Are there truck drivers or transport companies that come to you regularly? Is there a private word exchanged from time to time?

Most of the drivers for international transports who come to us speak Russian, Ukrainian, Bulgarian, ... in other words, colleagues who are not really familiar with our German language. Therefore, the exchange of communication naturally remains at a low level, which is due to the language barrier. As I speak Serbian, Croatian and Greek myself, a short small talk is possible from time to time. With our German-speaking partners it is different. But we don't exchange much private information with them either. In the end, the work is in the focus and also the time pressure. For domestic transports, we work together with Moesch Transport in Wegenstetten. We speak "Schwyzerdütsch" with them and things are very informal.

Are there also female truck drivers who pick up goods at Müller Packaging?

More than you might think (laughs). In my perception, there are a good 10 percent female truck drivers.

How long does it take to load a truck?

That's difficult to answer because there are different types of trucks and different load formations - double or triple stacked, for example. Then it plays a role whether we load at the ramp or via forklift. But on average, it's probably 30 to 45 minutes.

And the truck driver is always present during loading?

This varies, but is governed by the Incoterms. "Incoterms" is the abbreviation for "International Commercial Terms" (delivery terms). They state who is responsible for what in international trade. They define the place and time of the transfer of costs, the place and time of the transfer of risk and, derived from this, any insurance obligations. Certain Incoterms require the truck driver to be on site or even assist with the loading.

Are there differences in load securing for truck and overseas container loads?

In the case of truck loading, the effects of the load on the vehicle, on maneuverability and thus on traffic must be given appropriate consideration. In the case of overseas containers, there are additional aspects, which increase the requirements for load securing. So-called dunnage bags, which are placed between the cargo and inflated, can be used to secure pallets together with drums. The other day, we used 39 of these dunnage bags in a container bound for Turkey.

Which destinations are served the most? Which distant destinations are also listed on the shipping documents from time to time?

Just today, three containers left us for China. There are also shipments to the USA, the Bosporus (as mentioned earlier), Israel, England, Ireland, Spain and Italy. It's fascinating how our Müller barrels are in demand all over the world. That's probably only possible because our quality is at the top of the range.

The profession of truck driver is discussed in the media from time to time. In some places there is a shortage of drivers, which leads to overworked drivers here and there. Do you feel that the majority of truck drivers who come to you are healthy and motivated?

There it is, the "tricky" question of the interview (laughs). Let's put it this way: there are certainly truck drivers who are more motivated than others (laughs again). Actually, they all make a healthy impression.

In October 2021, it was reported that many store shelves in the UK remain empty because the British transport industry was short of around 100,000 drivers. In Germany, experts warn that a similar supply collapse is looming in two or three years. How do you assess this future scenario?

It's definitely the case that truck driving is not one of the best-paid professions. In the past, drivers chose this dream job because it gave them a bit of freedom - also in terms of time - and driving to foreign countries had its appeal. The profession has changed in the meantime. Truck drivers have to attend a certain number of specialized training courses every year and their administrative duties have increased, so that - to exaggerate - they still have to make sure they get to the actual driving. So the "freedom" of the past has given way to time pressure, which makes the profession less attractive. We have also heard from freight forwarders that it has become more difficult to find good staff.

Have there been any recent transportation damages or accidents?

I have been in the transport industry for 30 years. Transport damage and accidents are as minimal here at Müller Packaging as I have ever experienced. In my first 14 months, there were two minor damages, but they are not worth mentioning here in terms of importance.

To what do you attribute this? Is that luck?

Luck is always needed. Relying only on luck would be grossly negligent. No, this is clearly thanks to our forwarding employees, who have a feel for how loads need to be optimally secured.

Let's talk briefly about "eco-efficiency". Are the trucks that pick up Müller containers all state-of-the-art and "environmentally friendly"? Will there be electric trucks one day, or is that an illusion?

Our carriers have eco-efficiency on their radar. In my perception, over 90 percent of trucks are environmentally conscious on the road. With electric trucks, which already exist, the range issue plays a role. For short distances, i.e. for regional transport, they are certainly an alternative worth considering. For long-distance transport, however, today's electric trucks are simply not powerful enough, not mature enough, and not performing well enough. What will certainly be an alternative for the (near) future are hydrogen-powered trucks. There is definitely potential for greener logistics. I also think it's good and exciting that these topics are currently being widely discussed. If these solutions come about - and make sense from a business point of view - then they will quickly become established.

In the past, Müller Packaging also transported its drums by rail. Is that no longer the case today? What does that have to do with?

We still have rail transports for individual customers who also have a rail connection. In terms of volume, this amounts to three rail cars per week. This is a small proportion of our total transports and has to do with the fact that trucks can reach destinations more flexibly and quickly.

To conclude this conversation, let's talk about you. What do you particularly like about your work at Müller Packaging?

In the truest sense, it's the opportunity to move something, namely the Müller drums from A to B. The organization behind it, the varied work and the opportunity to contribute my language skills make my job very attractive. All in all, it's a round thing for me, in a family business where everyone knows each other and we pull together.

Thank you very much, Mr. Lörtscher, for your time and the conversation!