Author: Staff Writer

  • A New Concept

    A New Concept

    Photo: marchello74

    The Global Tobacco Networking Forum debuts in Rio de Janeiro.

    By George Gay

    There are other ways of looking at situations than the one that first comes to mind, or the one that is presented to you, gift wrapped. And this was one of the ideas behind Tobacco Reporter’s Global Networking Forum 08, which was held at the Intercontinental Hotel, Rio de Janeiro, Brazil, on Oct. 15-17.

    The forum was a horizontal conference at which all the delegates were potential speakers and all the speakers were delegates. There were set subjects and moderators to keep the debates jogging along where that was necessary, but by and large the sessions were ad hoc and participants were able to discuss the unthinkable if they so wanted.

    The forum was an experiment—and a brave experiment given that it was put on in Brazil, where, to my knowledge, no large-scale, global tobacco conference or exhibition had previously been staged successfully. As with most experiments, it needed fine tuning, but it was successful in its primary aim of extending the debate. Some of the moderators reported up to 100 percent participation from the attendees at the various sessions.

    There was variation, of course. One of the sessions at which the moderator was clearly much better informed about the received wisdom on the subject than were the other participants turned into a mini conference. The moderator spoke to the subject and the others listened. But even here there was a difference because, when the moderator stopped speaking, the questions came thicker and faster than is the case at less intimate gatherings.

    At other sessions, the moderator did little more than introduce the subject before sitting down and becoming one of a number of expert speakers.

    If I seem to be avoiding the subject, or subjects, here, it is because the forum was staged on the understanding that what was said would not be reported. This presumably allowed participants to feel freer to assert their opinions and to ask probing questions.

    And in Rio, this freedom was probably underlined because most of the major manufacturers were either not represented or were little represented. Their presence was missed at times because only they could answer certain questions, but to some extent this gap was filled by people who had previously worked for those manufacturers.

    Questions certainly arose and some of them could not have been answered even by the representatives of major manufacturers. In fact, it became clear that people were looking to find out the answers to questions that had been bothering them for some time. Breaking—or perhaps bruising—the rules of reporting just once more, I was pleased somebody asked a question that has been bothering me for some time and about which I wrote a year ago: are covert marks on cigarette packs worth applying as part of the fight against counterfeit cigarettes? Clearly, they might help you identify and count counterfeit products already manufactured, and they might win brownie points from governments, but do they prevent counterfeiting?

    If only I could let you know the answer that was given to that question, but, as explained, reporting restrictions will not allow me to do so. You’ll just have to attend the next forum.

    What Tobacco Industry?

    The Rio forum, and especially the absence of the major manufacturers, raised one enormous question. Is there such a thing as the “tobacco industry” in the sense that it comprises a united grouping of businesses linked by common interests and, generally, traveling in the same direction? The answer is, I think, no. From “regulation” to “plain packaging” and from “tobacco harm reduction” to the “illicit trade” (all subjects covered by the forum), different segments of the industry have different outlooks, different concerns and different drivers.

    Given the absence in Rio of the major manufacturers it was reasonable to reflect, also, on whether or not the presence on the world stage of a number of huge tobacco companies is a positive thing for the tobacco industry as a whole. Certainly, on the face of it the answer would have to be no. These companies have tended to break the links between tobacco manufacturing and the communities into which the former, small, family-owned businesses were embedded, and thereby to lose whatever support those businesses might have had in their communities. And the major manufacturers have provided the “Big Tobacco” target at which the anti-tobacco, anti-smoker groupings have found it easy to aim.

    Perhaps there is another way of looking at this issue.

    In one way, the absence of many of the major manufacturers was a major loss. The tobacco industry is being forced to address some fundamental issues that inevitably challenge our notions about what it is to consume tobacco, and unless those of us who work within the tobacco industry have discussed these new ideas and understood them, how can we communicate them to those in the outer dark?

    Let me give you an example. How do we define smoking? How do we know if someone is smoking? I guess that if there were any doubt—and I grant that normally there is not—one way to test this would be a sort of Turing Test for artificial exhalation. You stick the person in an airline toilet and wait for the alarm to go off. But supposing somebody could light a cigarette and then inhale and exhale tobacco smoke without setting the alarm off—would the person still be deemed to be smoking?

    I ask this question because, as I understand it, by the time this article is published, a product will have appeared on the market that would allow a smoker to consume a cigarette without people around her being aware that she was smoking or being in any way affected by that smoke. And so the question arises as to what our response should be to this product. I cannot help feeling that the industry should try to present a modicum of solidarity for once by having a response to the naysayers ready before the naysayers know what is happening.

    Clearly, the naysayers will complain that this is a device designed to allow people to smoke in pubs and even in airline toilets without being discovered. And of course, the body blow will be that this is a product designed so that children can enjoy a few drags under the covers as daddy is reading them a bedtime story.

    In fact, it is a device that, providing it works as it is said to work, would allow adult smokers to smoke at home without annoying or, as the antis would have it, harming, the nonsmokers in the family.

    Irrational Behavior

    Harm reduction was the subject of one of the sessions during the forum, as was illicit trade, with which I started this report. To my mind, there are connections between these two subjects, some of which have to do with the fact that the “industry” responses to them often seem to make little sense.

    Let me stretch a point or two. The industry is basically opposed to the illicit trade in tobacco products. In fact, the major manufacturers become quite indignant about this trade and often put forward what to me is the very dubious and, as far as I can tell, unsubstantiated argument that tobacco products made by illicit manufacturers may contain non-tobacco-related materials that would make these products more harmful than those made by the regulated industry. In fact, I cannot help thinking that by buying illicit cigarettes and thereby making sure that they spend less on their cigarettes, consumers are actually protecting their health—given that poverty is a major cause of ill health.

    So it would be interesting to know what is the major manufacturers’ response to the fact that tobacco users in places such as the U.K. are starting to consume snus, which is banned there and which consumers can obtain only through the illicit trade? Would they condemn them for buying illicit products or support them for trying to instigate a little harm reduction?

    In both instances of illicit trade, I would have to say that the consumers are acting rationally while governments and those that support the government positions are acting irrationally.

    It could be argued, too, that it is irrational for the industry to try to work with governments and organizations such as the World Health Organization in respect of industry regulation, which was another of the subjects discussed at the forum. Often, it would surely be worthwhile letting governments get on with it, because without input from the industry, they will bring in policies that will implode under the weight of the misinformation on which they are based.

    Take plain packaging. I shouldn’t mention this, but the introduction of plain packaging and the banning of certain cigarette manufacturing ingredients were seen by one person at the forum as being the worst threats posed to the industry.

    I cannot accept this, partly because, as previously noted, there is no “industry.” The banning of certain additives will hurt some manufacturers and some markets more than others. And the introduction of plain packaging will affect some manufacturers, along with some board suppliers and some converters, more than others. But these issues are not about the end of tobacco consumption.

    If both of these policies were brought in it would simply raise the industry’s game—make it even more innovative than it currently is.

    And both of these initiatives would have their upsides. What would consumers make of cigarettes that had no additives and whose packaging was dirty gray apart from the health warning? Well, no additives mean healthier smoking, right? Otherwise the government wouldn’t make the manufacturers remove those ingredients. And gray packaging means no bleach, which is better for the environment, right?

    The major point here is that the threat posed by each of these proposals is limited. They will not prevent people smoking licit products and will probably make them more likely to smoke illicit products. To my way of thinking, smoking bans are much more worrisome because they have a tendency of slipping out of their workplace homeland into private accommodation—hotels, apartments … And a ban is a ban.

    Shrugging off the Challenges

    It is perhaps amazing that with all of the negative issues discussed at the forum, there was a remarkable level of optimism among the participants. One moderator seemed to sum up the mood when he said with a shrug, “We’ve faced crises before.”

    Of course, when I say there was an amazing level of optimism, I am talking about the atmosphere at the sessions I attended. Because of the way the forum was structured, it was necessary to make choices, and there were a lot of sessions that I would like to have attended but could not because they clashed with others: cost management, tobacco regulations, future automation in the tobacco industry, sustainability, NTRM, dark markets and how to rebuild old machines for the future.

    And there was one other session that I didn’t attend; it was on leadership. I have to say that I avoided this one because I was told that participants were divided up into small groups that discussed the subject and then came together with the other groups to deliberate on what each had come up with. It all sounded a little bit too structured for my liking. But now I regret not having attended. After all, leadership is probably the key issue at the moment.

    In my view, if there is one positive to come out of the whirlwind currently blowing through the old economic order, it is that our “leaders” have lost the right to the deference that some of them seemed to think was theirs by right. From here on, if they want respect, they have to earn it. Right? Politicians, economists, bankers and businessmen have been caught out subscribing wholesale to the most ludicrously fragile systems, and they—both the people and the systems—need to be swept away and, eventually, replaced with different people and systems.

    Dream on: there’s no chance of that happening. These “leaders” have built an overarching system designed to keep them in place no matter in what buffoonery they become involved—from the faintly absurd, once-ubiquitous mission statement that they required their employees to worship to the massively destructive game of pass the parcel that bankers have been playing with contagious debt.

    The system is designed so that if there is a failure, those in power do all that they can to justify what brought that failure about and take it to new heights of absurdity. The banking system is on the verge of collapsing under the weight of its own greed, so the answer is to pump more money into it. It never seems to occur to those in power that perhaps it might be an idea to go back to square one and start rebuilding on ground that is more solid. That would require admitting irresponsibility.

    And outside of the leadership there seems to be a fear of the unknown that has become a phobia. In the U.K. in recent years, if anybody ever suggested that the pay of businessmen should be capped, the cry went up that the country would lose those business leaders to overseas companies, and that would be enough to put an end to the idea. This theory was never put to the test despite the fact that one of the mantras of many of these business people was that people should not fear change. In fact, the most rational response would have been to offer these leaders a lift to the airport. Right now, most of them would be hard put to find a job driving the airport car.

    But if you really want to get a sense of the massive scale of the failure of our leaders, all you have to do is to return to the start of this report. The tobacco business, in which the tobacco industry has a share and in which governments have a massive share, is starting to sag under the weight of an illicit trade clearly caused by grasping governments applying ludicrous levels of excise tax. So what is the solution sought by governments and supported by many tobacco manufacturers? The lowering of taxes? No, stiffer penalties for those caught in possession of illicit tobacco products.

    This is madness. Stiffer penalties imply more police, more court time, more jails; all of which have to be paid for by higher taxes and social breakdown.

    But the consensus of our leaders is to increase penalties. They are locked into a cycle of failure because they are largely divorced from the real world. They don’t understand how ordinary people think and they won’t unless they get out more.

    They should attend the next forum—on the understanding that they are just participants like everybody else.

  • One journey ends, another begins

    All aboard!

    With the container delivered to Beira, our journey has come to an end. Alex will return to Lilongwe with a load of grain, and I will fly back to the United States to prepare an article for Tobacco Reporter’s print issue about the logistics of tobacco in southern Africa.

    Our cargo, on the other hand, has only started its long voyage to Philip Morris Germany. The container has been booked on the MSC Chaneca, which will sail on June 15. The vessel will take it to Durban, South Africa, where it will probably sit for a few days until it can be loaded onto a mainliner—one of those huge containerships that traverse the high seas.

    Depending on where else the mainliner will call—Rotterdam or perhaps Antwerp—the journey to Bremen can take up to four weeks.

    When Philip Morris’ employees finally unload the Malawi tobacco in late July or early August, they are unlikely to reflect on the dedicated efforts and careful coordination that made the delivery possible.

    And why should they?

    See ya

    After all, if the transportation companies are doing their jobs well, their clients will never have a clue about the obstacles that must be overcome to get them their tobacco—unless, of course, they’ve followed this blog or are a regular reader of Tobacco Reporter.

  • Cash

    Zimbabwe’s hyperinflation continues to fascinate me.

    I’ve seen photos of people getting trays full of change after paying for a beer in a bar. The money depreciates so quickly that Zimbabweans must spend their earnings instantly on items that hold their value better than the does beleaguered currency—which is pretty much anything these days.

    Apparently, Zimbabwean prostitutes have even been demanding payment in diesel.

    I try to picture people paying for big-ticket items such as cars in these circumstances. Would there be enough space in the showroom to hold the cash?

    It’s not an entirely unrealistic vision, because many African economies are cash-only. In Malawi, for example, few people have access to credit because there is no national identification system. Without birth certificates, it is almost impossible for people to prove they are who they say they are.

    When Transcom’s Guy Fawcett purchased a pickup truck recently, he had to bring US$30,000 in cash to the dealership—and then the saleswoman tried to trick him by folding one stack of notes in a way that made it seem as if there wasn’t enough money.

    So, while many things are done differently in Africa, the ethics of salespeople appear to be consistent with those of their counterparts in the West.

  • Fees

    Even as the Mozambican police force is less corrupt than it was in the past, plenty of parties continue to demand “facilitation fees.”

    Prior to entering the port of Beira, truck drivers must clear their paperwork at a decrepit customs building just outside the gate. Some 20 young men are hanging around with no obvious purpose. I meet the gaze of one of them, and he responds with a hand gesture that I assume to be the local variant of a raised middle finger.

    As Alex enters the customs building he slips the apparent ringleader a few banknotes—the price of trouble-free passage.

    In the port, money changes hands again. First to persuade the operator of a reach-stacker (a giant forklift) to unload our container now—instead of whenever he might feel like it.

    And when he goes to collect his return cargo, grain, he “tips” the foreman of the load crew to get to work straight away. After a few days in Mozambique, I understand why.

    A truck weigh station operator who got nothing kept babbling on his cell phone as trucks lined up for the scale. Remarkably, Alex pays the “fees” out of his own pocket. They allow him to deliver his loads faster and, ultimately, make more trips. The extra money earned that way more than compensates for the cost.

  • Back on the road again

    Traffic is light and consists mostly of trucks. We also encounter several overloaded busses heading in the opposite direction. “Mozambicans and Malawians fleeing anti-immigrant violence in South Africa,” explains Alex.

    At times, he pulls over to chat with a fellow Transcom Sharaf driver. Because Alex’s truck is the newest and most modern in the fleet, the other drivers all want to check it out. Without exception, they are impressed, some whistling in admiration as they inspect the cabin.


    Mine is faster

    The bumpy journey continues. While most potholes are a result of poor maintenance, some have been made intentionally, says Alex.

    Thieves will break the pavement, making it easier to steal the load from passing trucks, which must now slow down to avoid the manmade potholes.

    Break-bulk is most susceptible to theft, but the thieves go for containers also. “They’ll just use chain cutters,” says Alex.

    Processed tobacco is a less popular target than, say, fertilizer, which can be easily sold.

    To deter theft, Transcom Sharaf covers break-bulk in nets. “It’s not invincible, but if the thief has a choice between a covered and an uncovered load, hopefully he will target the uncovered one,” says Guy Harvey.

  • Who wants to be a billionaire?

    The new Zimdollar is a note of 5 billion, not 50 billion as I wrote earlier. All the same, it means that Zimbabwe not only has the world’s best performing stockmarket, but also the greatest number of billionaires.
    Five billion Zimbabwe dollars equals US$2.50 today–probably half of that tomorrow. Have fun counting zeros when buying that house or car.

     

  • Slow-motion slalom

    Hold on tight

    The first part of our journey progresses smoothly. Malawi’s roads appear to be in relatively good condition. I mentioned that to Guy Harvey upon arrival in Lilongwe, but he just grinned. “Just wait until you get to Mozambique,” he said.

    But the roads on the other side of the border are just as smooth. “This stretch was built in 2005,” says Alex. We cruise along at a steady 70 km per hour and I am starting to suspect Guy may have exaggerated

    Then we hit Changara.

    The asphalt ahead looks as if it’s been hit by a cluster bomb. Some of the craters are deep enough to bathe a small child in, and Alex must slow the truck to a crawl. Bouncing violently in our seats he navigates around the potholes, sometimes driving around them and sometimes going straight through.

    “If I approach a hole from the wrong angle I could tip the truck,” he explains. At times, the best option is driving next to the pavement.

    I ask Alex about the red-and-white tapes tied between poles at regular intervals alongside the road. “Landmines,” he explains. A decade after the end of Mozambique’s civil war, many areas remain infested with unexploded ammunition.

    Cross at your own risk

    When I relief myself along the roadside, I prudently aim for the pavement rather than into the bush.

    We are overtaken by a Toyota Landcruiser and a bicycle. But with 20 tons of precious tobacco in tow, we must continue our slow-motion slalom. The speedometer never exceeds 10 km per hour.

    Two children are “fixing” the road by throwing sand in the potholes. Alex hands them some money, but then grumbles that they should be in school.

    After three-and-and-half hours, we hit Guro and the road starts improving.

  • Day-to-day

    The popular crowd

    Trucker is a popular profession in Africa. Not only does it pay comparatively well, it also offers drivers an opportunity to run all sorts of businesses on the side, such as smuggling cigarettes, transporting passengers and diverting fuel.

    A representative of a Zimbabwean trucking company tells the story of one driver who didn’t bother to collect his salary for 1.5 years because the other opportunities that come along with the profession were so much more lucrative.

    Besides, Zimbabwe’s hyperinflation would have rendered his salary worthless almost instantly. The money that bought a four-bedroom house last year might not even buy an egg today. This month, the Zimbabwean government introduced a Z$50 billion banknote—about 45 U.S. dollars.

    Obviously, transportation companies would prefer drivers focus on the activity that they are paid for—driving. Some estimate fuel theft accounts for 10 percent of total consumption. Carrying passengers, meanwhile, presents a liability risk. If a truck is involved in an accident, the trucking company will be held responsible for any injured passengers.

    It also increases wear and tear. Truck cabins are designed to hold two people, not 12.

    Malawian truckers passing time while waiting to unload tobacco

    But it’s difficult to stop the side businesses. Hitching rides is a way of life in Africa, where the distances are long and few people own vehicles. And fuel diversion is simply seen as a way of helping make ends meet.

    The Zimbabwean trucking official says that, in order to operate here, you must understand the African mentality. With life expectancies as low as 37 years, many Africans live from day to day. They simply don’t have the luxury of long-term planning or worrying about tomorrow. In such an environment, the little extra money earned today outweighs the prospect of still having your job next year.

    The trick, he says, is to work the system in such a way that there is enough room for drivers to steal fuel, while still allowing the trucking companies to make a profit.

  • Cobs and robbers

    Papers please

    We encounter our first police stop at the outskirts of Lilongwe, but the officer waves us through. Malawi police are relatively relaxed, and those in Mozambique have gotten much better as the country’s economy improves. In the 1990s, with memories of the civil war still fresh, the police in Mozambique were notorious for shaking down travelers, charging them with bogus offences such as “driving with sunglasses.”

    In an attempt to improve the country’s image and make it a more attractive destination for investors, the government has cracked down on corruption. Also, as Mozambique’s peace endures, a sense of normalcy has returned, and government officials appear to take their responsibilities more seriously. Most significantly, officers’ salaries are said to have increased.

    The level of harassment has an inverse relationship to poverty. Zimbabwean police, who were fine during the 1990s, now present a great hassle to truck drivers. The change mirrors Zimbabwe’s demise from regional breadbasket to basketcase. With the country’s hyperinflation outstripping pay rises, Zimbabweans have been forced to supplement their incomes in whatever way they can.

    Congo, where a tense peace holds, is a risky destination too. When a Congolese police officer asks for your driver’s license, you’d better show it from behind the windshield, says Alex. Otherwise, he might charge you $100 to get it back.

    Alex spots a buddy truck driver and pulls over to chat. His friend says he spent four days waiting at the Zimbabwean border for customs to clear his truck. During an earlier trip, Zimbabwean officials fined him $60 for being overloaded. But the scales in Mozambique, and later in Malawi, showed his weight was well below the legal limits.

    Alex is concerned about violence during the upcoming elections in Zimbabwe. He will ask Transcom Sharaf’s management for permission to bypass that country during trips from Malawi to South Africa.

  • Alex

    Today, we will drive the first part of our journey, from Lilongwe to Tete, where we will spend the night near Mozambique Leaf Tobacco Co.’s leaf processing facility. Our cargo: 20 tons of Malawi burley from Alliance One, destined for Philip Morris Germany.

    To ensure their guest is comfortable, Transcom Sharaf has assigned me to their fleet’s latest and most modern vehicle: A Freightliner hot off the boat from the United States. (The company uses only previously owned trucks; new ones would be hard to justify on Africa’s punishing roads.)

    Freshly painted in company colors, the truck has received a clean bill of health from Transcom Sharaf’s mechanics. The cabin has been vacuumed and the engine is humming nicely. Climate controls and advanced suspension technology will minimize the discomfort associated with travel in Africa.

    But there is one problem—my driver is missing a leg.

    Guy Harvey assures me I will be fine. The truck is equipped with automatic transmission and Alex is Trancom Sharaf’s best driver hands down. He can make it to Johannesburg, South Africa, in only three days, and—unlike some other drivers—takes good care of his vehicles, slowing down for potholes and inspecting his vehicle at every stop.

    He also doesn’t drink alcohol. And if that’s not enough to gain my confidence, there’s the sticker on the dashboard, reminding passengers to relax, because “God is in control.”

    In 2006, Alex pulled into a truck stop in Tete to spend the night. When thieves attempted to steal his cargo, he decided to look for a safer place closer to the MLT factory. On the way, he pulled over to chat with a friend. As they were talking on the side of the road, the truck suddenly slid off the embankment and tipped over, pinning Alex’s lower body under the front windshield pillar. It took nearly five hours to free him.

    The doctors at Tete hospital wanted to amputate both legs, which would have ended Alex’s career as a truck driver. But Guy Harvey insisted on a second opinion. With the help of a MLT doctor, they managed to save one leg. Alex spent a month recovering at a Zimbabwe hospital.

    The accident didn’t deter Alex. Upon return to Transcom Sharaf, he insisted on driving again. He also maintained his sense of humor. When he was fitted with a prosthesis, Alex reportedly complained that he would have preferred a white leg.

    While hesitant at first, Transcom Sharaf’s management decided to give Alex an opportunity to prove his one-legged driving skills. Today, he is the company’s head driver and senior instructor.