Speaking at the Indonesia-Austria Transportation Infrastructure Investment Business Forum, as confirmed here on 10th November 2026, Gardera said, “National infrastructure development cannot rely solely on the state budget. Private sector participation, support from financing institutions, and strategic partnerships are crucial elements to meet Indonesia’s investment requirements.”

“We see significant opportunities for Austrian companies to participate, particularly by contributing their expertise, technology, innovation, and knowledge transfer to national transport development,” he added.

Strategic Projects to Strengthen National Connectivity

Gardera explained that expanding transport infrastructure is essential for improving connectivity across Indonesia, lowering logistics costs, and supporting more balanced economic development among different regions. He also identified Indonesia’s National Strategic Projects (PSN) as an important driver of productivity and competitiveness. These projects are intended to accelerate infrastructure delivery while supporting the creation of new regional economic hubs.

The ministry further outlined the responsibilities of the Committee for the Acceleration of Priority Infrastructure Delivery (KPPIP), which supports the implementation of priority infrastructure projects. Its responsibilities include assisting with project preparation, monitoring and controlling project progress, developing debottlenecking measures, and evaluating implementation. These mechanisms are intended to support the delivery of infrastructure initiatives and address challenges affecting project execution.

Austria Sees Opportunities for Bilateral Cooperation

Austrian Ambassador to Indonesia Alexander Rieger welcomed the business forum, highlighting its importance in introducing Austrian enterprises to investment and development opportunities within Indonesia’s transportation sector. He said the engagement could help companies understand the country’s priorities and identify areas where their capabilities could contribute to ongoing and future projects.

“We hope this business forum gives Austrian companies a clear overview of Indonesia’s railway, road, and air transport infrastructure sectors, as well as its development priorities, helping them identify prospective business partnerships and technology transfer opportunities,” Rieger said.

The forum also functioned as a business matchmaking platform, bringing Austrian companies together with representatives from Indonesian ministries, state agencies, industry players, and other relevant stakeholders to discuss potential areas of cooperation. Through these discussions, both sides had an opportunity to explore concrete partnership possibilities across the transportation industry. The Indonesian government expects stronger bilateral engagement to encourage the adoption of advanced global technologies and engineering practices in domestic projects. At the same time, the collaboration is expected to create commercial opportunities for businesses in both countries while supporting Indonesia’s broader transport infrastructure development objectives.

Breakbulk shipping provides an option for large vehicles and equipment that cannot be transported conveniently in standard containers. However, cargo owners must assess whether it is suitable for their particular shipment.

For importers, equipment dealers, and project contractors, the following six checks can help identify potential problems before booking a breakbulk shipment.

1. Check Whether Breakbulk Is the Right Shipping Method

The first decision is whether breakbulk shipping is necessary for the cargo.

Large construction equipment, such as excavators, bulldozers, and cranes, may be suitable for breakbulk vessels when their dimensions or handling requirements make container shipping impractical. Industrial generators and other heavy machinery may also require individual lifting and stowage arrangements.

Buses and heavy trucks require a different assessment. If a vehicle is operational and a suitable RoRo service is available, it may be possible to drive the vehicle directly onto the vessel. Some non-operational equipment can also be transported on specialized rolling trailers, subject to carrier acceptance.

Breakbulk becomes an alternative when RoRo services are unavailable, vessel restrictions prevent loading, or the shipment requires a different handling arrangement.

Flat rack containers should also be considered for machinery that exceeds standard container dimensions but remains within the applicable equipment and carrier limits.

The decision should account for vessel availability, handling risks, transit time, and total transportation costs.

2. Confirm the Cargo’s Actual Shipping Dimensions and Weight

A manufacturer’s product specifications may differ from the dimensions of the cargo in its shipping condition.

An excavator may have its boom lowered and bucket repositioned for transportation. A mobile crane may require its attachments or counterweights to be removed. A bus may have external mirrors, rooftop equipment, or other components that affect its overall dimensions.

Before requesting a quotation, cargo owners should establish:

• Overall length, width, and height in shipping condition
• Gross shipping weight, including attached accessories
• Number of units and any separately shipped components
• Center of gravity and weight distribution
• Available technical drawings and recent cargo photographs

These details help carriers determine whether the cargo can pass through hatch openings, fit within the available stowage space, and be handled by the proposed lifting equipment.

For particularly heavy machinery, the center of gravity is critical. Two machines with similar dimensions and weights may require different lifting arrangements because their weight distribution differs.

Accurate measurements should therefore be confirmed before the cargo leaves the factory.

3. Review Lifting Points and Cargo Securing Requirements

Unlike vehicles loaded by driving onto a RoRo vessel, breakbulk cargo is commonly transferred onto the ship using cranes or other lifting equipment.

This introduces specific handling requirements.

Excavators and other construction machines may have designated lifting positions provided by the manufacturer. However, lifting points must be suitable for the actual shipping configuration and load.

Buses present additional challenges. Their long bodies, windows, and exterior panels require protection during lifting. A suitable lifting frame, cradle, or other engineered handling arrangement may be necessary, depending on the vehicle’s construction and available lifting points.

The lifting plan should establish the center of gravity, attachment positions, rigging configuration, and required equipment capacity.

Once the cargo is on board, it must also be secured against movement during the voyage.

The International Maritime Organization’s Code of Safe Practice for Cargo Stowage and Securing (CSS Code) provides guidance for the safe handling and securing of heavy cargo. Its recommendations cover cargo information, stowage planning, and securing arrangements.

Cargo owners should ensure that the proposed lifting and lashing methods have been reviewed by qualified personnel before loading begins.

4. Verify Vessel and Port Handling Capabilities

A vessel may have sufficient cargo space but still be unsuitable for a particular shipment.

Heavy equipment shipments require checks on lifting capacity, hatch dimensions, deck strength, and available securing arrangements.

For example, a tall construction machine may fit on an open deck but exceed the clearance available for under-deck stowage. A particularly heavy machine may require additional load-spreading arrangements to distribute its weight safely.

The choice between on-deck and under-deck stowage also affects cargo exposure. Machinery carried on an open deck may require additional protection against seawater, salt spray, and weather conditions.

Port facilities are equally important.

Some breakbulk operations depend on shore-based cranes, while others use the vessel’s own lifting equipment. The available lifting capacity must be assessed at the required working radius, rather than relying solely on a crane’s nominal maximum capacity.

Importers should verify the handling arrangements at both the loading and discharge ports. This is particularly relevant when equipment is destined for ports with limited heavy-lift facilities.

5. Understand the Complete Breakbulk Shipping Cost

Breakbulk freight quotations can vary significantly even when shipments have similar weights.

One reason is the method used to calculate freight.

Some breakbulk shipments are quoted on a weight-or-measurement basis (W/M), using the greater of the cargo’s metric tonnage or cubic volume as the chargeable quantity. Other shipments may be priced using a lump-sum rate or a vessel-space arrangement.

A large bus, for example, may occupy considerable space relative to its weight. A compact industrial machine may be much heavier but occupy less volume.

The final cost also depends on handling requirements and the proposed shipping route.

Cargo owners should review whether the quotation includes:

• Inland transportation from the factory to the port
• Origin terminal handling and storage charges
• Crane operations, lifting equipment, and cargo securing
• Ocean freight and applicable surcharges
• Destination terminal handling and discharge charges
• Customs-related services and cargo insurance, where required

The allocation of these charges depends on the shipping contract and agreed service scope.

A lower ocean freight rate does not necessarily mean a lower total shipping cost. Additional handling, port delays, or specialized equipment requirements can change the overall expense.

Comparing quotations on the same service basis helps importers make a more informed decision.

6. Coordinate Cargo Preparation, Booking, and Port Delivery

Breakbulk shipping requires coordination between the cargo supplier, freight forwarder, shipping line, and terminal operator.

For machinery purchased from China, this process should begin before the equipment is delivered to the departure port.

The supplier should confirm the cargo’s shipping condition and provide the available technical information. The freight forwarder can then assess vessel options, cargo handling requirements, and the proposed shipping schedule.

For shipments originating in China, specialist logistics providers such as Sinotraffic coordinate breakbulk arrangements for heavy machinery and vehicles, including cargo assessment, vessel booking, terminal handling, and loading and securing operations.

The shipment plan should also establish responsibility for cargo preparation, inland delivery, terminal acceptance, and documentation.

Used machinery may require additional cleaning, inspection, and preparation before export. Equipment containing fuel, batteries, or other regulated components may be subject to carrier-specific acceptance requirements.

Before dispatching cargo to the port, the parties should confirm the receiving window, documentation requirements, and availability of the agreed handling equipment.

Early coordination helps reduce the risk of cargo arriving at the terminal before it is ready for loading.

Conclusion

Breakbulk shipping can provide a practical solution for transporting buses, construction machinery, and oversized industrial equipment when conventional shipping arrangements are unsuitable.

Successful shipments depend on accurate cargo information, appropriate lifting and securing plans, suitable vessel and port facilities, and a clear understanding of the total transportation cost.

Completing these six checks before booking gives cargo owners a better basis for selecting a shipping method and preparing their equipment for international transport.

Why mixed fleets end up with scattered data

Mixed fleets grow one purchase at a time. The tractors get electronic logging devices to meet hours-of-service rules, the vans get a basic GPS unit bought by the operations manager, the trailers get nothing at all, and fuel spending lives in a card statement that accounting reviews once a month. Driver records sit in HR files, while maintenance history may be split between a dealer portal and a spreadsheet in the shop.

The result is that simple questions take an afternoon to answer. Which trailer has been parked at a customer dock for nine days? Which van burns noticeably more fuel than the others on similar routes? Is the box truck that keeps coming back to the shop the one assigned to the longest urban route? The answers exist, but they are spread across systems that were never meant to be read together.

Idling is a good example of a cost that hides in these gaps. Vehicles across the US lose more than 6 billion gallons of gasoline and diesel to idling every year, and the extra engine hours also add wear and maintenance, especially on heavy-duty trucks. In a mixed fleet, idle time on tractors may show up in one report, idle time on vans in another, and nobody compares the two.

What one connected view looks like

Connected mobility starts by deciding which questions the business needs to answer every week, then pulling the matching data into one place. For most transport companies, that view covers a short set of items:

• current location and status of tractors, trucks and vans
• trailer and equipment positions, including how long each unit has been stationary
• fuel purchases matched to the vehicle that used them
• upcoming maintenance by mileage or engine hours
• driver assignments and hours-of-service status for regulated drivers

With these in one dashboard, a dispatcher can see that an idle trailer sits twenty miles from a tractor heading back empty, and a maintenance manager can schedule service around actual use instead of fixed calendar dates. Providers such as Radius offer services that cover several of these areas, from telematics to fuel management, which can reduce the number of separate systems a fleet has to maintain.

Bringing driver data into the same view calls for clear rules. Drivers should know what is recorded and why, and the company should limit access to the people who need it for dispatch, safety and compliance.

Questions fleet managers ask about connected mobility

Does a fleet need to replace its existing devices? Not always. Many businesses start by connecting the systems they already have and add tracking only where there are blind spots, which in mixed fleets are often trailers and smaller support vehicles.

Where should a company start? The best first step is usually the most expensive blind spot. For one carrier that is fuel spending with no link to specific vehicles, for another it is trailers that disappear into customer yards. Fixing one gap gives the team a working example before the rest of the fleet is added.

The 12th session of India-Japan Joint Working Group (JWG) on Roads and Road Transportation Sector took place on 15th October 2026 at Bharat Mandapam, New Delhi. Organised by the India’s Ministry of Road Transport and Highways, the meeting brought together representatives from the Governments of India and Japan, alongside relevant institutions and industry stakeholders.

The session provided a platform for strengthening bilateral cooperation in road infrastructure, with discussions centred on advanced construction technologies, tunnel and bridge engineering, sustainable infrastructure development, and the integration of new and digital technologies into road management. Participants exchanged technical knowledge, professional experience and best practices while examining opportunities to strengthen collaboration across the planning, construction, operation and maintenance of road infrastructure in both countries.

Egypt has inaugurated the Al-Amriya Dry Port in Alexandria as part of its efforts to improve cargo movement, ease congestion at seaports and reduce transportation costs. The transport ministry announced the opening on 14th October 2026, with Egypt’s Transport Minister Kamel Al-Wazir officially inaugurating the facility. Built with total investments of EGP 700 million Egyptian pounds ($13 million), the dry port occupies an area of 146,000 square metres.

The facility is designed to move shipping, storage and cargo-handling activities away from seaport quays, allowing goods to move more efficiently while reducing pressure on ports and roads and cutting waiting times. Al-Wazir highlighted the strategic importance of the Al-Amriya area, citing its location in Alexandria Governorate, its commercial and industrial significance, and its links with seaports and transport networks. He explained that the Al-Amriya Dry Port would strengthen cargo integration between the main Port of Alexandria and economic activity zones, bring logistics services closer to clients and streamline the movement of goods.

The high-level meeting regarding supply chain, transport and logistics took place on 7th October 2026 at the Government Headquarters in Hanoi, during Mulino’s official visit to Vietnam from 5th to 8th October 2026.

A Milestone Built on Decades of Diplomatic Relations

Le Minh Hung welcomed the Panamanian President, his spouse, and the accompanying high-ranking delegation, describing the visit as a significant milestone in the bilateral relationship. He noted that it provides fresh momentum to propel Vietnam Panama cooperation into a new phase, building on more than half a century of traditional friendship and solidarity since diplomatic relations were established in 1975.

The Vietnamese leader expressed satisfaction with the positive trajectory of friendship and cooperation between the two countries in recent times. He emphasized that both nations share numerous mutual interests and complementary potential, particularly in economics, trade investment, and broader economic engagement.

Turning High-Level Agreements into Action

The meeting also saw the signing of multiple bilateral cooperation documents spanning  maritime and aviation transport, customs, tourism, security, agriculture and education and training.

Drawing on the successful talks between the General Secretary of the Communist Party of Vietnam Central Committee and President and the Panamanian President, Le Minh Hung proposed that both governments focus on concretizing the agreements reached at the highest levels.

He stressed the need to identify clear focal points, roadmaps, and measurable outcomes to ensure that commitments translate into substantive and effective results that bring mutual benefits.

Coordinated Exchanges and Institutional Mechanisms

Le Minh Hung suggested that both sides increase the exchange of delegations at all levels, encompassing state diplomacy, parliamentary diplomacy, and people-to-people exchanges. He called for enhancing the presence and activities of diplomatic and consular missions and effectively implementing existing cooperation mechanisms, particularly the Joint Committee on Economic, Trade, and Investment.

Supply Chain Connectivity and Market Access

A central pillar of the transport and logistics discussions focused on creating favorable conditions for each country’s key products to access the other’s market. The Prime Minister called for strengthening transport and logistics and supply chain connectivity to more closely link the two economies. He emphasized maximizing the roles of both Vietnam and Panama as gateway connectors for integration between Southeast Asia Latin America, leveraging their respective geographic and economic positions.

Panama Affirms Vietnam as Top Priority Partner in Southeast Asia

José Raúl Mulino congratulated Vietnam on its remarkable economic growth achievements and expressed a desire to exchange and learn from Vietnam’s development experience. Sharing the positive outcomes of his earlier talks with Party General Secretary and President To Lam, he affirmed that Panama considers Vietnam a top priority partner in Southeast Asia and expressed his wish to further tighten comprehensive cooperation, particularly in economics and trade investment.

Through its canal, seaport infrastructure, airports, bonded warehouses, world-class logistics system, and extensive trade network, Panama stands ready to support Vietnam in accessing markets and supply chains across the Americas. This support for supply chain connectivity represents a concrete step toward bridging the two regions.

Bilateral Legal Framework and Future Cooperation

The Panamanian President welcomed and fully agreed with the Prime Minister’s proposals, stating that he will direct Panamanian agencies to closely coordinate with Vietnamese ministries, departments, and bodies to implement high-level agreements and formalize the bilateral agenda.

Both leaders agreed to accelerate negotiations on cooperation agreements concerning air transport, investment promotion and protection, security, justice, and law enforcement. These efforts aim to establish a favorable legal framework for bilateral cooperation in the coming period.

This move comes after the recent Vietnam-Laos Logistics Business Forum 2026, which showcased the efforts of Vietnam and Laos to increase transport connectivity, strengthen supply chains and streamlining cross-border commerce.

Representatives from Deutsche Bahn (DB), Siemens Mobility, the Federal Ministry for Digital and Transport, and the Federal Ministry for Economic Affairs and Climate Action participated in the discussions. The meetings focused on exchanging experience, identifying measures to foster cooperation, and promoting technology transfer to support Vietnam’s North-South High-Speed Railway Project. The discussions formed part of broader efforts to advance high-speed rail cooperation between the two countries.

North-South High-Speed Railway Project Drives Discussions

Deputy Minister Dung described the North-South High-Speed Railway as a national mega-project, with an investment policy already approved by Vietnam’s National Assembly. The planned railway will span approximately 1,541 km and use a dual-track standard gauge of 1,435 mm, with a design speed of 350 km/h. The project is expected to include 23 passenger stations and 5 freight stations, while fundamental completion is slated for 2035.

With Vietnam currently preparing the project’s feasibility study report, the Deputy Minister highlighted the importance of selecting technologies that are modern, synchronized, safe, efficient, and well-suited to conditions of Vietnam. He also emphasized the need to manage life-cycle costs, structure project management, train human resources, and develop independent operations and maintenance capabilities. According to him, these areas will be decisive for ensuring the project’s long-term effectiveness.

Germany Asked to Support Technology and Workforce Development

Deputy Minister Dung also pointed to several major railway projects that Vietnam will implement in the coming years. These include the North-South high-speed line, international rail connections, and urban rail systems. Against this backdrop, he called on German partners to examine substantive cooperation opportunities that go beyond supplying products, equipment, and services. The proposed cooperation would also cover technology transfer, workforce training, development of Vietnamese enterprises and supply chains, and the gradual establishment of capabilities to manufacture, operate, maintain, and master railway technologies in Vietnam.

Delegation Reviews German Rail Operations and Technology

As part of the visit to boost high-speed rail cooperation, the Vietnamese delegation carried out a field inspection at Berlin Central Station (Berlin Hauptbahnhof). The delegation studied the station’s operational model, station management, and multi-modal integration linking high-speed rail, regional rail, and urban rail with other modes of public transit. The delegation also attended InnoTrans 2026 – one of the world’s leading international trade fair for transport technology and railways – which brought together approximately 3,170 exhibitors from 59 countries.

During the trade fair, the delegation visited exhibition booths and held direct discussions with leading rail industry enterprises, including Deutsche Bahn (DB), Siemens Mobility, Alstom, SNCF International, Vossloh, CRRC, and Škoda. Discussions also involved infrastructure, signaling, and telecommunications solution providers such as Ericsson and PORR. The enterprises shared operational expertise covering high-speed rail management, infrastructure maintenance, train dispatching, safety protocols, supporting industry development, and training engineers and specialists for operations and maintenance.

“The MoU establishes a formal framework for bilateral strategic cooperation covering land, rail, maritime and air transport, as well as the logistics sector,” the ministry statement said.

“Among the areas of focus are the exchange of technical expertise, capacity building, the use of artificial intelligence technology, green transport and the development of low-carbon infrastructure,” it added.

Focus on Connectivity, Efficiency and Sustainability

During the meeting, Malaysia and China exchanged views on efforts to expand strategic cooperation in the transport sector while improving the connectivity, efficiency and sustainability of the transport systems of both countries. The transport sector cooperation is expected to support Malaysia’s capacity in policymaking and improve supply chain efficiency, while also helping attract Chinese technology investments. According to MOT, these efforts are expected to strengthen Malaysia’s role as a regional transport hub for Asean.

Loke also witnessed the signing of an MoU on Civil Aviation Safety Cooperation between the Civil Aviation Authority of Malaysia (CAAM) and the Civil Aviation Administration of China (CAAC). The agreement was signed by CAAM chief executive officer Datuk Captain Norazman Mahmud and CAAC deputy administrator Hu Zhenjiang.

Civil Aviation and Rail Cooperation

“The CAAM-CAAC cooperation covers the approval of qualifications, certification and oversight of aviation organisations, licensing and oversight of flight operations,” the ministry statement said.

“The MoU will help strengthen Malaysia’s civil aviation safety standards, reduce duplication in technical processes and facilitate the movement of aeronautical products and services between the two countries,” it added.

Loke also paid a courtesy call on National Railway Administration of China administrator Song Xiude to exchange views on the development and regulation of the rail sector, operational safety, capacity building and the use of technology in rail systems. The discussions further extended the scope of Malaysia-China transport sector cooperation to rail development and regulation, with both sides addressing operational safety, capacity building and technology use.

“The visit reflects the close and mature relations between Malaysia and China, as well as the commitment of both countries to translate those relations into practical, high-impact and mutually beneficial transport cooperation,” MOT said.

Strategic Development and Economic Impact

Jordan’s Transport Ministry Secretary-General Fares Abu Diyeh emphasized that the transport sector serves as a vital pillar for the national economy and job creation. With vehicle numbers reaching approximately 2.01 million in 2024, the demand for reliable mobility solutions has intensified. The ministry is currently prioritizing the expansion of scheduled services between Amman and governorate centers, the Bus Rapid Transit project, and the development of modern arrival and departure terminals.

Energy Efficiency and Emissions Reduction

A critical aspect of these reforms involves addressing energy consumption. According to Abu Diyeh, Jordan’s transport sector accounted for about 41% of Jordan’s final energy usage in 2024. Officials noted that transitioning away from conventional fuels is essential for lowering emissions.

“This underscores the importance of developing a transport system that is more energy efficient and less reliant on conventional fuels, contributing to lower emissions and greater sustainability,” he said.

Collaborative Efforts and Electric Fleet Integration

Director-General of the Land Transport Regulatory Commission (LTRC) Riyad Al-Kharabsheh acknowledged the session as an importan platform to boost cooperation with private sector in public transport. Kharabsheh also highlighted that the electrification of vehicles is a priority, noting that the ongoing project linking Amman to the governorates provides a necessary foundation for future upgrades.

Hanina Ben Bernou, European Union Delegation to Jordan’s officer for green business, innovation, and connectivity, acknowledged the importance of private sector engagement in making services more attractive to the public.  Furthermore, Sulafa Mdanat of the United Nations Industrial Development Organization (UNIDO) pointed out that sustainable transport is the key to the transition towards a sustainable and efficient economy.

Addressing Challenges in the Transition

GGGI representative Christophe Assicot noted that while Jordan has successfully increased electric vehicle adoption to 65%, significantly higher than the 14% global average, the transition for public buses faces hurdles such as high import costs and a lack of unified technical standards.

Participants collectively stressed that strengthening the role of the private sector and implementing effective financing models are fundamental to achieving a robust, green public transport system in Jordan.