Fast Forward no. 54, Summer 2012

FAST FORWARD su m m e r 2 0 1 2

ISSUE

54

ULCS Proof!

New: the Hybrid AGV Synchromodally to Strasbourg, Stuttgart and Basel

Investing in the Future

FAST FORWARD CONTENTS

Colophon Fast Forward, a business-to-business publication of ECT, appears three times a year. Please contact our

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Communications Department with any questions or suggestions you may have regarding the contents.

Copy Rob Schoemaker, Rob Wilken (editor-in-chief) Translation Niall Martin, Dean Harte Photography Eric Bakker (unless stated otherwise) Layout Ontwerpwerk, The Hague External coordination and printing RWP, Voorburg Chief editor ECT Rose Wiggers Europe Container Terminals (ECT) Europe Container Terminals (ECT) is the leading and most advanced container terminal operator in Europe, handling most of the containers at the port of Rotterdam.

ECT operates three deep-sea terminals in Rotterdam: the ECT Delta Terminal and the Euromax Terminal Rotterdam (together with CKYH - the Green Alliance) on the Maasvlakte peninsula, close to the North Sea, and the ECT City Terminal in the Eemhaven close to the city centre. Through its European Gateway Services ECT offers customers a variety of services to facilitate the optimal flow of containers between the deep-sea terminals in Rotterdam and the direct European hinterland. In 2011, ECT handled 7.5 million TEU. ECT is a member of the Hutchison Port Holdings (HPH) Group, a subsidiary of the multinational ­conglomerate Hutchison Whampoa Limited (HWL).

HPH is the world’s leading port investor, developer and operator with interests in 52 ports, spanning 26 countries throughout Asia, the Middle East, Africa,

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Synchromodally to Strasbourg, Stuttgart and Basel

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New: the Hybrid AGV

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Easy Export via Rotterdam

Europe, the Americas and Australia. HPH also owns a number of transportation-related service companies.

In 2011, the HPH Group handled a combined throughput of 75 million TEU worldwide.

No rights can be derived from this publication.

P.O. Box 7385, 3000 HJ Rotterdam, the Netherlands T +31 (0) 181 278 278 E info@ect.nl | W www.ect.nl E egsinfo@ect.nl W www.europeangatewayservices.com

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Strasbourg in France, Stuttgart in Germany and Basel in Switzerland are new destinations in the European Gateway Services network. From now on, all three are synchromodally connected with the deep-sea terminals of ECT in Rotterdam.

The first of an entire new generation of Automated Guided Vehicles (AGVs) has been fully operational at the ECT Delta Terminal since early 2012. The prototype in question is an innovative hybrid AGV, developed and produced by the Dutch VDL Group according to ECT’s specifications.

Exporters who send five basic items of cargo information in advance to Rotterdam’s Port Community System no longer need paper documents when submitting containers to ECT. Another advantage of the pre-notification of cargo data is the watertight validation of export declarations by Customs.

Reason for HEINEKEN to participate.

summer 2012

COLUMN

ULCS-proof!

ECT’s customers are rapidly switching to larger and larger ships. The number of Ultra Large Container Ships - or ULCSs for short - on the world’s oceans is quickly increasing. In anticipation, substantial investments are being made at the ECT Delta Terminal.

Most striking is the order for five new ultra large quay cranes.

The investment programme to make the ECT Delta Terminal fully ULCS-proof however comprises much more. At the same time, operations are becoming much greener as well.

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News People make the Difference Yusen Logistics: Anything for a Satisfied Customer

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Synchromodality works

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Sustainable Partnership

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More ECT Terminals with AEO Status

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Me and My Vessel

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Sustainable ECT Fast Forward is also available as an app on your iPad. It can be downloaded free of charge in the Apple App Store.

Outstanding on both the Seaside and the Landside Discharging 3000 containers and loading 3000 new ones again in the shortest possible time. With the current rapid growth in Ultra Large Container Ships (ULCSs) sailing the world seas, this is becoming increasingly more common at our deep-sea terminals. And we expect call sizes will only become larger.

A challenge which ECT will gladly accept and which we are ready for. Our terminals at the Maasvlakte are fully equipped for this. They are situated at the most ideal locations, with the shortest sailing distances from the North Sea. What’s more, ECT keeps evolving. We continuously invest in new equipment, in our staff and in terminal systems (see feature pages 8 - 9, ed.).

Everything is geared to achieve an optimum service and performance for our customers.

Quickly discharging and loading on the seaside is one aspect and definitely our core business. However, I am convinced that another difference with other ports and terminals is made in the transport to and from the European hinterland. Rotterdam and ECT have always been blessed with distinctive hinterland connections such as the river Rhine and the Betuweroute dedicated freight railway line. With European Gateway Services, we are adding an extra dimension to this. Our service provision doesn’t stop at the gates of our deepsea terminals. Via our rapidly expanding European Gateway Services network, we together with our partners efficiently and reliably take containers to any destination in the hinterland and vice versa. Simply let us know when you need a container and we’ll make sure it’s there.

The good thing is that at the same time, we can respond to another undeniable trend among our customers as well: sustainability. A subject which is high on ECT’s agenda. Through the consolidation of volumes, European Gateway Services is able to offer highly frequent inland barge and rail connections to various destinations. The synchromodal basic principle which we use for this always allows for the right transport choice and route for each container and as sustainable as possible.

The logistics sector is constantly in motion. The current challenges for the global container industry however seem bigger than ever. With a full focus on customer wishes, ECT has already been at the forefront of new developments for more than 45 years. Our ambition as market leader is to unabatedly maintain this leading position in the future. We want to offer our customers the best possible service in every respect. This goes beyond the seaside. On the landside, you can count on us just as much!

Jan Westerhoud President of ECT 3

NEWS

Rotterdam - Nuremberg Shuttle proves Added Value There is a great deal of interest for the new rail shuttle connection between Rotterdam and Nuremberg in southern Germany which was launched at the end of April 2012. More and more companies see the added value of transporting their inbound and outbound cargo flows for the Nuremberg region through Rotterdam as an alternative for transport via the North German ports. The prominent role of Rotterdam as the first and last port of call in Europe in the sailing schedules of the deep-sea shipping lines means transit times can be reduced by two days just like that. New is that from Nuremberg, onward rail connections are now offered twice a week to Regensburg and Munich as well. The Rotterdam - Nuremberg rail shuttle is a joint initiative of European Gateway Services and TX Logistik. For more information and booking containers by rail, you can contact European Gateway Services’ Central Booking Desk, telephone: +31 (0) 181 278195, e-mail egsinfo@ect.nl.

New Website ECT ECT’s website www.ect.nl is fully renewed.

Form and content have undergone a complete makeover. The aim is to inform customers, partners in the logistics chain and other relations about the added value of ECT in

an appealing way. On the homepage, five strengths - reliable, innovative, connected, responsible and engaged - are showed. The other sections of the website are ‘Services’, ‘Terminals’, ‘About ECT’, ‘News’ and a

highly comprehensive ‘Media Centre’.

Here, you can download photographs, watch videos and read Fast Forward as well as various other publications.

The new website is available in both English and Dutch.

Separate Website for E-Services Authorised customers who use the E-Services of ECT can from now on access the substantial range of services for issuing orders, viewing reports etc. both via the new website and through a separate web address: www.myservices.ect.nl.

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NEWS

European Gateway Services at Floriade At the world horticultural exhibition Floriade in Venlo, ECT subsidiary European Gateway Services together with a number of logistics partners present the Global and Regional Food Chain. Visitors are introduced to the entire logistics process surrounding an apple: from the harvest in Chile until the moment of availability in the European supermarket. The Floriade is organised once every ten years at a different location in the Netherlands; this year’s edition in Venlo covers an area of 130 soccer fields.

The world horticulture exhibition can still be visited until the 7th of October 2012.

4th Edition Fast Forward App You can also read Fast Forward no. 54 on your iPad. The app is available at the Apple App Store free of charge. In addition to the regular content of the paper edition, the app version features several short videos. You can for example have a look at the new hybrid AGV in action and familiarise yourself with the Hyundai Together, one of the new assets in the fleet of Hyundai Merchant Marine, while European Gateway Services and its logistics partners show you the Global and Regional Food Chain.

Also watch the video on the Fast Forward app which can be downloaded in the Apple App Store.

Transport Planner shows CO2 Savings

Photo Deen

The interactive Transport Planner on the website www.europeangatewayservices.com allows you to easily select the most ideal options for your European hinterland transport. All you need to do is enter the inland terminal or final destination of your choice, including the desired arrival or departure time. The Transport Planner will next present you with an overview of all the options for sustainable transport from and to the ECT deep-sea terminals. One click of the mouse and you can also request a quotation online. New on the Transport Planner is that every presented transport option also instantly displays your CO2 savings compared to transport which is entirely carried out by truck.

New Discovery Channel Series ­features Mega Operation ECT How can you smoothly guide a mega containership into the port of Rotterdam and next safely discharge the cargo onto the quay? These are just a few of the central questions in the ‘Mega Port Rotterdam’ episode of the new Discovery Channel series ‘Countdown to Collision’. In this ambitious series of programmes, the nonfiction channel examines the safety of various mega projects around the world.

Spectacular footage is combined with fantastic animations. In Rotterdam, most of the shooting took place at and around the Euromax Terminal Rotterdam. Here, the arrival of the mega ship Cosco Glory from Asia was followed. This ship with 5500 containers on board had to discharge half of its cargo in 35 hours and take a substantial number of new containers on board again for its next destination. A tight schedule with no room for error. The programme shows the seven inventions which ensure that this process can be carried out quickly, accurately and safely. From the Automatic Identification System which prevents the

ship from colliding with other ships and the state-of-the-art tug boat which guides the Cosco Glory to the quay to the Automated Guided Vehicles which transport containers to their exact destinations at the terminal etc. Other episodes of ‘Countdown to Collision’ for example focus on the world’s most powerful hydroelectric dam in Brazil, a gas platform off the coast of Norway and a massive gold mine in Australia.

The new Discovery Channel series ‘Countdown to Collision’ will be aired on Dutch television from the 27th of August 2012, 21.00 hours; the first episode will be ‘Mega Port Rotterdam’. All the broadcast times, including airing schedules for other countries, are available at www discoverychannel.com.

Also watch the video on the Fast Forward app which can be downloaded in the Apple App Store.

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NEWS

22 NEW DIESELELECTRIC AGVs

The ECT Delta Terminal is currently commissioning 22 new diesel-electric Automated Guided Vehicles (AGVs) which are supplied by Gottwald. A number of adjustments to the engines and software make these new AGVs even more environment-friendly than their diesel-electric counterparts at the Euromax Terminal Rotterdam. After the commissioning of the current 22 new diesel-electric AGVs, ECT expects to opt for a completely new type of hybrid AGV (see article pages 16 – 17) during next replacement investments.

Safe parking in Port of Rotterdam From the autumn of 2012, trucks can safely park in the port of Rotterdam at one of three new truck parking lots which are currently under construction. Fitted with fences, lighting and camera surveillance, these full-service truckparkings will be accessible 365 days a year, 24 hours a day and will offer good basic facilities such as toilets, showers, washing machines and a waiting room. Furthermore, free Wi-Fi as well as power supply for cooling engines are available. Parallel to the introduction of the new parking facilities, the Port of Rotterdam Authority will take stronger action against inconveniently and illegally parked trucks and chassis within the port area.

For the exact locations of the new truckparkings and more information, visit www.truckparkingrotterdam.com. Parking is free-of-charge during the day from 06.00 to 18.00 hours. From 18.00 to 06.00 hours, a fee of one euro per hour applies with a maximum of ten euros per 24-hour period. Season tickets are also available.

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Wider Port Entrance In response to the rapidly increasing number of Ultra Large Container Ships (ULCSs), the Dutch government is currently widening the access channel to the Rotterdam port.

This so-called Maasgeul will be widened from 500 - 600 metres at present to 830 metres in the autumn of 2012. As part of the works, about 350,000 cubic metres of peat and clay (an amount equal to 140 fully filled Olympic swimming pools) is dredged from the seabed, deepening the access channel to a depth of 21 metres.

Widening the approach area to the Rotterdam port always allows for the safe two-way traffic of ULCSs; these huge vessels will never have to wait for one another.

As such, the port will be optimally accessible at all times.

Mutual Recognition AEO and C-TPAT EU Authorised Economic Operators (AEOs) and certified members of the US CustomsTrade Partnership Against Terrorism (C-TPAT) will enjoy lower costs, simplified procedures and greater predictability in their transatlantic activities as a result of a mutual recognition treaty signed in May 2012. The European Union and the United States of America formally agreed to recognise each other’s safe traders, thereby allowing these companies to ­benefit from faster inspections and less administrative burden for customs clearance.

Importantly, mutual recognition will also make imports and exports more secure by enabling customs authorities to focus their attention on real risk areas. The EU and USA are strategic trade partners, with imports and exports accounting for almost € 500 billion in 2011.

Also see the feature on the AEO-status of ECT terminals on page 22.

People make the Difference

ECT’s staff have already been meeting the needs of customers for 45 years. In this series they reveal their drive.

Wim Luck (59, employed at ECT since 1984) and Jeffrey Scheurwater (26, joined ECT in 2006) work at the Gate & Administration Desk (GAD), where they are Supervisor and employee respectively.

The GAD is the central hub at ECT for all the data exchange about containers.

What tasks do you both have?

Wim: “At the Gate & Administration Desk Jeffrey and I are the customer’s point of contact for continuous improvements in data exchange.

Our task is to ensure the container data flow proceeds as smoothly as possible for all concerned.”

Jeffrey: “Wim has been doing this work for years. I joined him 1.5 years ago. When Wim at some point in the future decides to retire, his expertise and network will stay intact through me. We genuinely operate as a team.”

How does your work make a difference for customers and other users of the ECT terminals?

Wim: “Within the logistics chain there’s a joint drive towards further automation. That way processes can be improved for everyone and costs reduced. Together with our customers, we at ECT are constantly looking to achieve further optimization in this regard.”

Jeffrey: “In this constantly changing world, all the various players in the

logistics chain have their own pace in moving forward. Given that ECT acts as a central hub where all the information comes together, we make every effort to ensure that everyone’s interests and requirements fit together as well as possible.”

Who are your counterparts on the customer side?

Wim: “We’re in contact with all the local players. From deep-sea shipping lines, via feeder, rail and inland shipping operators to road transporters, as well as all their respective sector organizations, Customs, Portbase and so on. We’re constantly looking at ways to improve data exchange.”

Jeffrey: “We’re here for all parties.

Anyone who has a question for us about data exchange can count on getting an answer. That’s a major priority for us.”

What do you see as key to customer relations?

Wim: “It is very important to listen to the customer’s point of view. When

you act in tandem, everyone benefits.

We aim to implement and secure improvements in data interchange in such a way that we always create win-win situations.”

Jeffrey: “Our aim is to build up a real relationship with the customer. Every time, we try to figure out as clearly as possible what we can do to help.

We’re constantly seeking to balance what’s good for the customer and what’s important to ECT.” And does the customer also benefit from the way you two work together?

Wim: “It’s important to ECT to safeguard knowhow for its customers.

Bringing together young and old, new and old experiences, boosts the quality of services provision in the longer term.”

Jeffrey: “Together we’re an even more recognizable point of contact and a centre of information for all kinds of queries. Customers respond very positively to that.”

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ECT’s customers are rapidly switching to larger and larger ships. The number of Ultra Large Container Ships - or ULCSs for short - on the world’s oceans is quickly increasing.

In anticipation, substantial investments are being made at the ECT Delta Terminal. Most striking is the order for five new ultra large quay cranes. The investment programme to make the ECT Delta Terminal fully ULCS-proof however comprises much more. At the same time, operations are becoming much greener as well.

ECT further invests in Handling Large Ships

ULCS-proof!

In 2012 and 2013 alone, the deep-sea shipping lines will launch more than a hundred new vessels with a capacity of 10,000 TEU and beyond (see graph, ed.). “ECT wants to consistently offer all these Ultra Large Container Ships an optimal service in the future as well,” says Philip Beesemer, General Manager of the ECT Delta Terminal. “Therefore, we are substantially investing in ULCS handling capacity.

This comprises our equipment, the further development of computer systems and the training of our employees.

We are organising the ECT Delta Terminal in such a way that it can convincingly compete with surrounding terminals in Rotterdam and in the Hamburg - Le Havre range now and in the future. This entails more than just creating additional ULCS handling capacity. Of equal importance is our ability to optimally organise the pretransport and post-transport for our customers and other partners in the logistics chain via European Gateway Services. By having ULCS berths on both the north and the south side of the ECT Delta Terminal which are optimally connected with the hinterland via various modes of transport, we distinguish ourselves from the competition.”

New Quay Cranes on Order “Following an extensive tender procedure, the order for five new ultra large quay cranes has been placed,” explains Jan Waas, director Technology & Engineering. “The delivery is planned for the second half of 2013. They will actually come into operation in late 2013, early 2014.” The new cranes will be positioned on the south side of the ECT Delta

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Terminal. They will be more than 50 metres high, have a reach of 24 containers wide and will obviously be suitable for twin-lifting.

Widening Amazonehaven on Schedule Parallel to the introduction of the new quay cranes, the Amazonehaven will be widened from 255 to 310 metres.

With that, this harbour basin to the south of the ECT Delta Terminal will be even better suited to accommodate ULCSsized vessels. Waas: “Construction works for the widening are currently in full swing and right on schedule. Our daily operations at the ECT Delta Terminal are not hampered by this in any way. At the end of 2013 or in early 2014, this project must have been completed as well.”

End of an Era The ECT Delta Terminal will also have new Automated Guided Vehicles (AGVs) and Automated Stacking Cranes (ASCs) to replace the 1st generation equipment which by now has already been in operation for more than twenty years. “Through proper use and maintenance, we have been able to get the very most out of these ASCs and AGVs,” says Waas. “Still, the time has now come for replacements. At present, Gottwald is already supplying us with 22 new diesel-electric AGVs.” And there is more. Up till 2017, the purchase of another 84, even cleaner hybrid AGVs has been planned (see article pages 16 - 17). Waas: “With eleven new ASCs on the horizon

as well, the ECT Delta Terminal as such is approaching the end of an era. All the equipment of the 1st generation that was used at the former Delta/Sea-Land Terminal - the very first automated container terminal in the world - in the early nineties will be replaced in the foreseeable future.”

As Green as Possible The new equipment is capable of much more than the old material. The new ASCs for example stack five-high instead of two-high and the new AGVs are suitable for twin-carrying.

Above all, everything is much more sustainable. Waas: “In keeping with our Lean & Green philosophy, all investments are as green as possible. This benefits the environment but also yields considerable cost reductions. The less energy is consumed, the lower the CO2 emissions and the higher the savings.” One example Waas mentions in this respect is the improved process control of the AGVs which was realised at ECT in the last period. “Between 2009 and 2011, we managed to substantially save on fuel costs in this way. At the same time, our CO2 emissions dropped by 18 percent.”

The investment list of the ECT Delta Terminal features even more: the purchase of six new straddle carriers, for example, the expansion of reefer capacity and renewal of cameras and surveillance equipment. Also important is the current upgrading of the software and hardware of the terminal system.

Service and Performance “All investments are aimed at even further improving the service and performance of the ECT Delta Terminal for our customers,” concludes Senior Commercial Executive Ulco Bottema. “By offering more berths for Ultra Large Container Ships than any terminal of our competitors, we as market leader are optimally responding to customer needs.”

Expected Growth Fleet Ultra Large Container Ships (10,000 TEU and up) Reference date 1st of May 2012, source Alpha Liner

300 250 200 150 100 50 0

31 dec.

2011

31 dec.

2012

31 dec.

2013

31 dec.

2014

31 dec.

2015 9

Anything for a Satisfied Customer

Yusen Logistics’ Leo Schoovers: “We will certainly look at using the Rotterdam - Nuremberg shuttle again in the future.”

“Specialisation is a must these days,” says Leo Schoovers, Yusen Logistics’ General Manager Freight Forwarding for the Benelux (Belgium, Netherlands, Luxembourg). With its regional headquarters in Rotterdam (Ridderkerk), the company focuses particularly on logistical services provision to electronics, automotive, retail and medical clients. “You can’t do everything any more these days.

Each sector requires specific expertise and a tailor-made organisation. Take the automotive sector, for example.

Within 24 hours of an order being placed we have to be able to supply to each and every dealer in the entire Benelux.” Big names on Yusen Logistics’ client list include Sony, Pioneer, Konica Minolta, Hitachi and Caterpillar.

“As part of the NYK Group our roots are in Japan,” explains Schoovers. “But our customers come from all over the world. We are an international company (see box, ed.).”

What remains essentially Japanese however, is Yusen Logistics’ strongly developed quality ethos. “For us, customer satisfaction is sacred. Everything else comes second. Only 100% is good enough.”

Tens of Thousands of Containers Yusen Logistics offers its customers freight forwarding and contract logistics, both separately and combined.

Schoovers: “The two activities complement one another well.” He estimates that several tens of thousands of containers controlled by Yusen Logistics travel via the Rotterdam port each year. This includes not only contract cargo and freight forwarding from the Benelux but also

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container flows managed by other Yusen Logistics offices in its worldwide network.

Via European Gateway Services to Amsterdam For its hinterland transport to and from Rotterdam, Yusen Logistics frequently opts for European Gateway Services.

“We use the connections from Rotterdam to Venlo on an ad hoc basis, but particularly to the ACT terminal in Amsterdam we structurally make use of European Gateway Services, transporting large numbers of containers weekly,” says Schoovers. “After the containers have been discharged from the deep-sea vessel in Rotterdam, European Gateway Services ensures that they are immediately transported onwards via inland barges. Thanks to the excellent planning this effectively costs no more time than having the containers transported along this route by road. ACT subsequently functions as an extended gate for us to collect the containers and transport them onwards.”

By Train from Nuremberg The logistics services provider was also one of the first users of the new rail shuttle connection offered by European Gateway Services three times a week between Rotterdam and Nuremberg in southern Germany (see also the news item on page 4). Schoovers: “One of our clients had a substantial export cargo of rice from Germany bound for overseas. For the most part we used the new rail link to transport this cargo to Rotterdam.”

Yusen Logistics is one of the bigger global logistics services providers, specialized in freight forwarding and contract logistics. The company takes care of the entire logistics chain for its customers, from factory gate to final destination. In doing so it makes frequent use of European Gateway Services for the transport between the Rotterdam port and the European hinterland. “In these types of cooperation it all comes down to trust. We demand a high level of quality.”

‘We structurally make use of European Gateway Services, transporting large numbers of containers weekly’ In the Nuremberg region, which is traditionally oriented towards the northern German ports, the new Rotterdam Nuremberg shuttle link introduced in April 2012 offers an attractive alternative. “As an internationally operating company we don’t have a preference for any specific port,” says Schoovers. “For us, it’s primarily about arriving at the optimal solution for the customer. We took a detailed look at the transport options available and the route via Rotterdam turned out to be better both geographically and in terms of economics. We will certainly look at using the Rotterdam - Nuremberg shuttle again in the future. The whole logistics process ran smoothly. Despite the relative newness of the link we didn’t notice any teething problems.”

Trust is Crucial Yusen Logistics is happy with the services provision offered

by European Gateway Services. “In these types of cooperation it all comes down to trust,” says Schoovers. “We demand a high level of quality. If we entrust our logistics to a third party we must be able to rely on everything going as planned for our clients.” Even so there are still some obstacles to deploying inland shipping and rail in general.

“It’s more than just the transport from A to B. The potential

bottleneck for us is the return of empty containers. As a forwarder you want to avoid paying extra detention costs to the shipping line above all else. Therefore it would be a good thing if they would pay more attention to inland depots where we could simply return the empty boxes.”

Optimal Price Quality Ratio “In this business, in the final analysis it often all comes down to the price for our customers,” says Schoovers. ”At the same time the quality requirements are becoming increasingly stringent and all-encompassing. The tension this creates means that the specialisation I mentioned earlier is inevitable.” A greater emphasis on sustainability has also unmistakeably become a social trend.

“Increasingly you’ll find that more and more companies are taking this aspect on board in their decision-making.

For us at Yusen Logistics it’s a given. We aim for as little wastage as possible and consequently a minimal carbon footprint.”

New Name, Experienced Player Yusen Logistics was created in 2010 through the merger within the NYK Group of NYK Logistics and Yusen Air & Sea Service. The logistics services provider operates on all continents with the exception of Africa and employs some 16,000 staff worldwide.

In Europe Yusen Logistics has been active as the new organisation since April 1, 2011.

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A recent pilot on the route between Rotterdam, Moerdijk

and

Tilburg

in

the

southern

Netherlands has showed that synchromodality works in practice. The willingness of shippers to book their transport mode-free and leave the management of the hinterland transport up to the logistics service providers, has led to substantially more cargo being transported by rail and inland shipping on this route. However, researchers of TNO conclude that for a wider implementation of the synchromodal transport concept in the future, more is needed.

The synchromodal pilot between Rotterdam, Moerdijk and Tilburg involved the cargo flow organised by Barge Terminal Tilburg (BTT) for Fujifilm, Samsung and Sony. These three shippers all import large numbers of containers from the Far East. The hinterland transport from the deep-sea terminals of ECT in Rotterdam - the initiator of the pilot to their locations in Tilburg is entirely managed by BTT. The shippers only indicate the specific time that they need to have a container at their disposal. For each case, BTT determines how the transport between Rotterdam and Tilburg can best be arranged: by barge, by train or by truck.

An extra option in the pilot was the use of the inland terminal MCT in Moerdijk, which is part of the European Gateway Services network. Containers discharged from the deep-sea vessels at the Maasvlakte were in this case directly moved to MCT using an inland barge of Danser Containerline. From there, BTT could then move these containers to Tilburg by smaller inland barge or truck.

Model Split Rotterdam Maasvlakte Rotterdam

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overall 2010

overall 2033 pilot rotterdam (desired) - tilburg

57%

35%

19%

33%

45%

46%

10%

20%

35%

Synchromodality works The independent research agency TNO oversaw the pilot, which ran from December 2011 to May 2012. Researchers Inge Lucassen and Tom Dogger: “We mainly focused on identifying bottlenecks which may stand in the way of further implementing synchromodal transport and proposing solutions.”

sector is often pragmatic: ‘let’s give it a shot’. In general there is nothing wrong with that. As things progress and in more complex co-operations, it’s however very important that everyone knows their exact roles. That agreements are made about the division of costs and benefits, decision making, etc.”

Mode-free booking Key

More Focal Points

TNO has calculated that 81 percent of the transport organised

by BTT from Rotterdam’s Maasvlakte for the three participating shippers is (partially) carried out by barge or train. With that, the modal split of the BTT transport almost perfectly supports the wish for more sustainable hinterland transport. This while rail and inland shipping still ‘only’ account for a market share of 43 percent in the current overall modal split from the Maasvlakte. The BTT modal split is already even better than the modal shift aspired by the Port of Rotterdam Authority for the entire port around 2033 (also see graph, ed.). On the route Rotterdam - Tilburg, the willingness of shippers to book their hinterland transport mode-free has proven key to the success. As long as the cargo arrives at its destination at the agreed-upon time, BTT is free to determine the mode of transport. This offers the logistics service provider a lot of flexibility. In consultation with its partners in the logistics chain, it can consistently make the most appropriate transport choice for each container.

The report on the pilot mentions more focal points for the promotion of synchromodal transport. One example is eliminating the disparities in insurance terms between different modes of transport. In the current situation, this can hinder the quick switching between various transport options. The creation of synchromodal transport law also deserves attention as this would mean uniform, crossborder legislation for road, rail, inland shipping, air and sea transport. The government can further influence the modal split by establishing the right basic conditions and by helping parties select the desired hinterland modality via incentives.

Great Potential CO2 Reduction

The pilot also considered the CO2 reduction ensuing from synchromodal hinterland transport. Compared to the current modal split of the Rotterdam port from the Maasvlakte, the transport organised by BTT between Rotterdam and Tilburg yields a 22-percent reduction in CO2 emissions.

With that, the transport also already scores relatively better than the CO2 reduction - minus twelve percent - which will be achieved through the modal split ambitions of the port for 2033.

Information sharing Crucial According to Lucassen and Dogger, the synchromodal hinterland transport on the route Rotterdam - Tilburg functions with a high degree of reliability. For new, future synchromodal initiatives, the two TNO researchers do however still see some room for improvement. “The sharing of information between all parties involved is key.

The more that happens, the better the transport can be organised. Everyone must have the right information.”

Also important is that cooperating logistic parties formalise their agreements. “The start of a cooperation in the transport

Lucassen and Dogger conclude: “For shippers, the most important thing is and will continue to be that the hinterland transport is always carried out reliably and as cost-effectively as possible, with sustainability as an important precondition. In the end, the container always needs to be at the warehouse on time. The pilot Rotterdam - Moerdijk - Tilburg has demonstrated that this can be done in a synchromodal fashion. The challenge now is to scale up to a larger network and higher volumes.”

What is Synchromodality?

In a synchromodal hinterland transport concept, the best transport option is each time selected from various modalities - rail, inland shipping, road, feeder - and transport routes. When necessary (because of speed requirements or obstructions en route, for example), it is furthermore easy to switch between these modalities. Consequently, companies are always assured of the most optimum transport combinations.

Synchromodal transport works best on transport corridors and in regions with large cargo volumes. This allows for high-frequency train and barge connections.

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Strasbourg in France, Stuttgart in Germany and Basel in Switzerland are new destinations in the European Gateway Services network.

From now on, all three are synchromodally connected with the deepsea terminals of ECT in Rotterdam. Companies which will use European Gateway Services for their hinterland transport to and from this Upper Rhine region (including the Neckar) are consistently assured of the best transport solution without needing to worry about selecting a modality.

Cargo is always available at the agreed-upon time.

Divided across the three destinations Strasbourg, Stuttgart and Basel, a total of fifteen train and inland barge connections a week frequently connect the deep-sea terminals of ECT in Rotterdam with the Upper Rhine region (and vice versa). ECT’s Consultant Business Development Paul Zoeter: “Companies can book their container transport for this entire region mode-free with European Gateway Services. We offer a synchromodal transport solution. All they need to do is indicate when they need their cargo or, the other way around, when it needs to be loaded aboard the deep-sea vessel. Each time, European Gateway Services assesses whether the transport can best be carried out by train or inland barge. The customer can leave everything up to us.”

Better Transit Times The new expansion of the European Gateway Services network creates an optimal connection with the many deep-sea liner services which use Rotterdam as their first and increasingly also last port of call in Europe. The transit times between Rotterdam and the Upper Rhine region are demonstrably more attractive than via other ports.

In addition, European Gateway Services makes the transport easier. Through one single central booking desk, companies can always assure themselves of the most efficient and especially also sustainable transport solution for various European destinations.

Strasbourg: Optimal Connection to Deep-sea Traffic One of the three new destinations is Strasbourg. European Gateway Services offers a total of five inland barge and rail connections a week to this city in the northeast of France (and vice versa). The inland hub for both these modes of transport is the trimodal Container Terminal Strasbourg.

In the French region around Strasbourg and right across the border in Germany, there is a lot of economic activity, both import and export. Automotive, chemicals and paper have a strong presence. Moreover, Strasbourg is an important centre for (European) distribution and is home to such companies as Adidas and Sharp.

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When necessary, cargo departing from Rotterdam on the evening of day A can be at the doorstep of any company in the Strasbourg region on the morning of day C.

Stuttgart: Rotterdam Attractive Alternative Stuttgart in the southwest of Germany constitutes the second new European Gateway Services destination. Stuttgart is one of Germany’s major industrial regions with a lot of export (automotive, machinery, etc.). Combined, European Gateway Services offers four attractive barge and rail connections a week with Rotterdam. For both modes of transport, the Stuttgart Container Terminal (STC) is the trimodal hub. Cargo which leaves the port on day A can be at its destination in the Stuttgart region on day B. As such, Rotterdam is a serious alternative to import and export via the North-German ports. Many companies have a traditional focus on this north-south route, while transport via Rotterdam offers demonstrable advantages.

Basel: Gateway for the Swiss Industry Basel in the north-west of Switzerland is the gateway to the Swiss industrial sector, in which chemicals, pharma­ ceuticals and machinery are key export industries.

European Gateway Services offers a total of six rail and barge connections weekly. The branches of Swissterminal in Frenkendorf (rail) and Basel itself (inland shipping) constitute the starting point and terminus. For Basel too, cargo which leaves Rotterdam on day A can be at its destination on day B when necessary. The same of course holds true the other way around. Furthermore, Basel offers many through-connections by rail deeper into Switzerland, for example in the direction of Bern and Zürich.

Many Transportation Options Paul Zoeter: “As mentioned before, European Gateway Services preferably organises all the transport for its customers mode-free. The time at which the cargo must be available determines the modality choice. In the triangle Strasbourg - Stuttgart - Basel, this gives a lot of options.

Depending on the location of a company, we can essentially

Next Expansion European Gateway Services Network

Synchromodally to Strasbourg, Stuttgart and Basel

deliver or pick up cargo right to or from its very doorstep from each of the three inland terminals which function as new European Gateway Services partners. In combination with the new shuttle train to Nuremberg and the throughconnections from there to Regensburg and Munich (see news item page 4, ed) we can now factually also offer perfect connections with the whole of Southern Germany from Rotterdam.”

Of course, the number of connections from Rotterdam to the Upper Rhine region (including the Neckar) and Southern Germany will be further expanded if volumes increase, explains Zoeter. “The aim is furthermore to eventually develop the new participating inland terminals into fullfledged extended gates with all the extra customs services this entails, such as paperless transport for example.”

Easy booking Booking containers for the new connections to and from Strasbourg, Stuttgart and Basel is quickly and easily done via European Gateway Services’ Central Booking Desk: tel. +31 (0)181 278195, e-mail egsinfo@ect.nl.

ROTTERDAM

Netherlands

Belgium

Germany

France

STUTTGART STRASBOURG

BASEL Switzerland

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The hybrid AGV signals a next breakthrough.

The very first AGV started its rounds at the ECT Delta Terminal in 1990. At the time it was an absolute world first, part of the automated terminal concept with which ECT changed worldwide container handling. Nowadays, in 2012, a total of no less than 360 AGVs ferry all the containers between stack and quay at the ECT Delta Terminal and the Euromax Terminal Rotterdam. The introduction of new models down the years has resulted in a continuous improvement in performance. The hybrid AGV signals a next breakthrough, both in terms of the environment and in reducing costs.

Ultracaps supply the required extra power for peak loads Made in Holland In 2010 ECT took the lead in initiating the development of the hybrid AGV as the successor to the existing dieselhydraulic and diesel-electric powered vehicles. For this reason it scoured the market to find the right candidate to realise the plans. Says Paul Middelburg, Senior Consultant Infrastructure & Equipment at ECT: “From four companies, VDL emerged as the best candidate. With them we continued into the development phase.” VDL is a rapidly expanding Dutch industrial company focusing on the development and production of buses and coaches and numerous other semi-manufactured and end-products 16

such as suspension systems for the automotive industry, automated production systems and suchlike. “The experience they already had in manufacturing hybrid buses and coaches was certainly an advantage,” says Middelburg.

“The same holds true for the fact that they already had a cooperative venture with Siemens, which also works for ECT in a different capacity. In this case Siemens is responsible for the hybrid drive system. The new AGV’s navigation system is made by the Dutch company Frog while VDL itself is responsible for the construction of the chassis and the diesel engine as well as being the overall contractor.”

Based on ECT’s specifications, all the parties involved have pursued an intensive programme with one another in a relatively short time. VDL was able to come up with a working prototype as early as October 2011. This hybrid AGV was subsequently tested intensively round the clock for three months on a specially designated separate part of the Euromax Terminal Rotterdam. These tests proved successful. Since January 2012 the hybrid AGV has been deployed in regular operations at the ECT Delta Terminal, operating highly reliably and to everyone’s satisfaction.

Stop & Go The hybrid AGV works in a similar way to that of a hybrid passenger car. The AGV features a diesel engine powering an electromotor that also partly runs on super batteries.

These so-called ultracaps are fed additional electricity generated via a generator when the AGV is in motion.

New: the Hybrid AGV The first of an entire new generation of Automated Guided Vehicles (AGVs) has been fully operational at the ECT Delta Terminal since early 2012. The prototype in question is an innovative hybrid AGV, developed and produced by the Dutch VDL Group according to ECT’s specifications. The new robot vehicle is once again substantially cleaner and more economical than the current types in use. Over the coming years ECT intends to invest in 84 of these hybrid AGVs.

This alone already results in significant fuel savings.

Middelburg: “What’s more, when the hybrid AGV arrives at the stack or stands in line for the quay crane it can right away switch off its engine. Thanks to the power from its ultracaps it can subsequently restart its engine immediately and drive off.” This Stop & Go principle is a major improvement on existing diesel-hydraulic and diesel-electric powered AGVs. “Of course they can switch off their engines as well,” explains Middelburg. “But restarting results in additional strain on both the motor and the battery, which means they wear more quickly and require maintenance more often.”

Looking for the Best Over the coming months VDL and ECT will conduct further research into the ideal capacity for the hybrid AGV’s diesel engine. The underlying principle is that the ultracaps supply the required extra power for peak loads. Middelburg: “That means that the diesel engines can be smaller. We’re looking for the ideal mix. The ultracaps mustn’t run down too soon, otherwise an AGV could suddenly come to a halt.”

VDL developed the hybrid AGV as a modular design, so that a larger or smaller diesel engine will be easy to incorporate.

The same holds true for possible new developments in the future, such as the use of more or larger ultracaps, or the introduction of other types of fuel such as hydrogen.

“In the future everything’s possible. For the time being, however, the hybrid AGV as it has now been designed is the best suited to our daily operations.”

Advantages The advantages of the hybrid AGV are obvious. Compared to the first generation of diesel-hydraulic AGVs it uses around 50 percent less diesel. Compared to the dieselelectric powered AGVs the fuel savings amount to around 35 percent. Not only does that significantly reduce costs it also cuts carbon emissions and noise at the ECT Delta Terminal by a considerable amount, which fits well with ECT’s Lean and Green philosophy.

ECT aims to place orders for 84 new hybrid AGVs over the coming years. Middelburg: “Taken together with the 22 new diesel-electric AGVs we’re currently taking delivery of from manufacturer Gottwald (see news item on page 6, ed.) that means that in the foreseeable future we will have replaced all of the 106 first generation diesel-hydraulic AGVs currently still operating at the ECT Delta Terminal.”

Watch the Video In the app edition of Fast Forward for iPad you can watch the new hybrid AGV in action for yourself. Download the app for free from the Apple App Store.

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ECT no longer requires Paper Documents from Exporters

Easy Export via Rotterdam

Exporters who send five basic items of cargo information to the Port Community System of the Rotterdam port in advance, no longer need paper documents when submitting containers to ECT. The pre-notification of cargo data holds many more advantages, the most important one being a watertight validation of export declarations by Customs. Reason for HEINEKEN, the largest exporter of the Netherlands, to participate.

For the European Customs authorities, all containers travelling outside the European Union nowadays reside under the Export Control System (ECS). With this, the first step for an exporter (or its forwarder) is always the submission of an electronic export declaration. Next, goods must actually leave the EU within 150 days. Customs checks in the ports whether this is actually the case.

In Rotterdam, Customs therefore requires an arrival at exit notification upon arrival of the cargo at the container terminal. The moment the container actually departs by sea-going vessel, the shipping line must furthermore submit a exit customs manifest. For the exporter, it is important that both these notifications are properly submitted in the port. Only then will Customs issue him a so-called confirmation of exit. Without this, his export declaration will remain unsettled with all the problems this entails. Cor Kuys of Dutch Customs: “We irrevocably disable export declarations which have not been settled 150 days after submission. After this, a company in the Netherlands can only prove via books and records that the export has taken place and that it has rightly claimed the zero VAT rate. This however entails a lot of administrative hassle. Exporters from some other EU member states have an even bigger problem. For exports, VAT will not be returned until they have received the confirmation of exit.

Of course, a similar approach could also be introduced in more European countries in the future just like that.”

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Five Items of Cargo Data suffice To smoothly handle the ECS obligations in the Rotterdam port and make sure that every exporter receives the confirmation of exit in a timely fashion, Portbase as manager of the port-wide Port Community System has developed the so-called ECS services. Both the business community and Customs were closely involved.

Jan Molenaar of the Gate & Administration Desk of ECT: “If exporters submit five items of data in advance to Portbase, we can properly prepare the arrival of containers at our terminals and electronically deregister the cargo with Customs in a timely fashion. The same goes for shipping lines as regards the submission of exit customs manifests.

In this way, exporters are always assured of a watertight validation of their export declarations.”

Paper Documents no longer Necessary Participation in the ECS services offer more advantages.

Molenaar: “The moment the container arrives from the hinterland, we no longer require paper documents from the transporter at the ECT terminals. Upon arrival, all he or she needs to indicate is the booking number of the container involved. Next, we automatically make the match in the terminal system.” Molenaar foresees that this method will further reduce the administrative burden for all parties in the logistics chain. Especially because just recently Customs started permitting export cargo to be moved

HEINEKEN’s Rob Wessels, Pieter van Kooten and Hans Koelewijn: “We want to eliminate any risks and prevent disruptions to our supply chain at all times.”

without export accompanying documents from any factory or warehouse in the Netherlands to the port. “Another benefit of participation in the ECS services is the track & trace option which Portbase offers the exporter and/or his forwarder. From the moment of arrival at our terminals to the departure by sea-going vessel, they can follow their container real-time via the Internet. This was not the case in the past. If necessary, for example in the case of a customs block, direct intervention is now possible.”

‘For HEINEKEN the added value of the ECS services is crystal clear’ HEINEKEN goes for 100% Watertight The most important reason for HEINEKEN to participate in the ECS services is the watertight validation of its export declarations. From three locations in the Netherlands, the group exports its beer to more than 150 countries.

Annually, about 60,000 containers are involved of which some three-quarters are moved through Rotterdam.

“The exact division across the different ports somewhat depends on the shipping lines we use,” say Pieter van Kooten, Rob Wessels and Hans Koelewijn of HEINEKEN. “Of course, it’s our aim too to work paperless. This saves costs and increases quality. Just recently, we for example completed a pilot with one shipping line for electronic booking. We now want to introduce the same way of working with other shipping lines as well.” The three HEINEKEN employees doubt whether their export containers can already be moved document-free to the Rotterdam port in the near future. “Ultimately, we would like this very much. Beer however is an excisable good which is subject to additional rules besides ECS.”

No Risk Whatsoever

Participating in ECS services is Easy Benefiting from the ECS services requires exporters (or their forwarders) to submit five basic items of cargo information to Portbase after each export declaration.

This can be done both through the Internet and via a system link-up. More information, also on how to participate, is available at www.exportcontrolsystem.eu.

Nevertheless, the added value of the ECS services is crystal clear for HEINEKEN. “In the past, we had good bilateral agreements with Customs about the handling of our export cargo. The current Export Control System however is an indisputable fact, the disabling of unsettled export declarations after 150 days inevitable,” says Rob Wessels about HEINEKEN’s motivation to participate. “We want to eliminate any risks in that respect and prevent disruptions to our supply chain at all times. All customs matters must be perfectly in order. Hence our participation in the ECS services.”

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Sustainable Partnership

Marine Logistics Separate Specialism A separate specialism of Geodis Wilson in Rotterdam is marine logistics. From a 5000 m² warehouse, the company supplies all conceivable parts to ships the world over, from a box of screws and bar stools to complete shafts and much more. Reggi Royen: “A growing business, but definitely a separate specialism with specific requirements.

Delivery is often highly time-sensitive; at the same time, the ship that needs the delivery is constantly on the move.

This requires optimum organisation.”

Reggi Royen: “The use of European Gateway Services allows us to defer the payment of import duties to a later moment.”

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Sustainably organising hinterland transport from Rotterdam to Germany: Geodis Wilson has already been doing this in practice for customer Metro for twenty years.

New is that since the 1st of August 2012, the logistics service provider has been sustainably moving an additional cargo flow of Metro from Rotterdam to Belgium using European Gateway Services. A new approach that yields both time and cost advantages.

Geodis Wilson is a global freight forwarder with French roots. The company is a member of the Geodis Group, which in turn is part of the French railway company SNCF. Geodis Wilson is active across the globe for a wide variety of customers, many in the retail sector. “In Rotterdam, we among other things act as the control tower of Metro for Western Europe,” says Reggi Royen, Account Manager at Geodis Wilson for this specific customer. Metro, which is also known under brand names such as Makro, Media Markt, Saturn, Galeria Kaufhof and Real, annually ships a sizeable amount to Western Europe from the Far East.

“From the seaports, we direct this cargo flow to the respective distribution centres of the Metro Group.

That means organising the transport and arranging customs documentation, but also taking care of any crossdocking, intermediate storage and veterinary inspections for example.” About 90 percent of the Metro cargo in question travels via Rotterdam with Germany as the main destination. “Smaller volumes moved through us are bound for the Netherlands, Belgium, France, Spain and Portugal. We constantly seek out the best solution and always look for new ways to further improve the logistics for Metro.”

‘All we will need to do is commercially release the containers in Rotterdam’ Long-term Partnership Geodis Wilson has already been organising Metro’s Western European cargo flow from Rotterdam since 1992. The control takes place from Hong Kong. Royen: “We have a direct EDI connection with Metro there. In this way, we can always look three to four weeks ahead to see which shipments will be coming our way and prepare accordingly. Metro itself makes the deals with the deep-sea shipping lines.

We use the ECT website (My Services, ed) to inform ourselves when ships exactly arrive in the port. Within the entire route from seaport to European distribution centre and the return supply of empties, an important task for us is to ensure that the free usage time of the container as agreed upon by Metro and the shipping line is not exceeded. Extra demurrage costs must be avoided at all times.” Geodis Wilson also monitors the status of ships and containers for Metro, such as actual time of arrival, moment of availability etc.

The retail group uses this information as the basis to measure performance. “Metro can directly access these data in their own computer system.”

Only Two Percent Trucking Most of Metro’s Germany-bound containers are moved from Rotterdam by barge. In the relationship Geodis Wilson – Metro, this has already been the case for quite some time. Many of the distribution centres to be served in Germany are located around Duisburg and Cologne, destinations which are perfectly accessible from Rotterdam over the river Rhine. Royen: “In terms of costs, inland shipping has proven the most attractive option and it is sustainable as well. Furthermore, we are also increasingly using rail, especially in the direction of Duisburg.” Direct trucking hardly enters the picture when it comes to transporting Metro cargo. “At most, two percent of the containers are involved. Often, these are rush containers with promotional or seasonal articles.”

The entire inland shipping route from Rotterdam is a welloiled process. Geodis Wilson itself takes care of the customs documents and provides the inland barge operator with the transport orders in an automated fashion. They next make the agreements with the deep-sea terminals for fetching the containers. “Our standard rule is that containers must be en route to the hinterland within 48 hours after having been discharged from the deep-sea vessel.”

With European Gateway Services to Belgium From Rotterdam, Geodis Wilson is now using inland shipping for customer Metro towards Belgium as well.

Since the 1st of August 2012, the retail group has been directing an additional cargo flow through Rotterdam.

Royen: “Through European Gateway Services of ECT, we have these containers transported to the inland terminal TCT Belgium in Willebroek using their daily barge shuttle.

From there, it is a mere fifteen-minute drive to the distribution centre of Metro in the town of Puurs. A ‘last mile’ which we organise ourselves again.”

An important component in the new working method is that the inland transport from Rotterdam is carried out under the cross-border customs license of ECT to Belgium.

The final authorisation of this by the Belgian Customs authorities is expected at any time. “Then, all we will need to do is commercially release the containers in Rotterdam.

The customs documents are not drafted until Willebroek.”

Royen sees two important advantages. “Firstly, containers can be moved from the seaport to the hinterland more quickly as customs documents can’t cause delays. More importantly however is that this approach allows us to defer the payment of import duties to a later moment.”

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More ECT Terminals with AEO Status

ECT’s inland terminals TCT Venlo, MCT in Moerdijk (both in the Netherlands), TCT Belgium in Willebroek and DeCeTe Duisburg in Germany have all obtained the status of Authorised Economic Operator (AEO) during the first half of 2012. Previously, this customs certification had already been awarded to the ECT Delta Terminal, Euromax Terminal Rotterdam and ACT Amsterdam. The AEO status of all these terminals enables ECT to further streamline the logistics for customers, for example via European Gateway Services.

The AEO programme is a worldwide customs initiative to better secure cargo flows and streamline transport at the same time. Companies awarded the AEO status meet strict customs requirements, both with regard to secure sites and buildings, company solvency and working in accordance with strict procedures and stipulations.

As such an Authorised Economic Operator is regarded by Customs as a reliable and trustworthy partner.

Operations Manager Jan Molenaar of ECT’s Gate & Administration Desk: “When AEO was introduced several years ago, obtaining certification seemed a ‘nice to have’. But since then it’s clearly become a ‘must have’. All of a company’s customs permits are for instance linked to it. In addition it offers a number of clear advantages.

Only as an AEO can you take advantage of simplified customs procedures.

We also receive advance notification from the Customs authorities about containers they want to inspect.

What’s more, our compulsory security deposit with Customs has been reduced.” Customers too, are finding 22

the AEO status increasingly important.

“A growing number of parties only want to do business with AEO-certified partners.” In line with that, the AEO status is key to the services provision ECT offers via European Gateway Services. The certification of both deep-sea terminals and inland terminals serves to further strengthen the network, particularly with regard to the opportunities for smooth (cross-border) customs handling.

A distinctive mark of quality

however. Companies achieving the AEO status have an operation that is demonstrably well run. As such the AEO status represents a distinctive mark of quality.

Similar AEO initiatives also operate outside Europe, for example in Japan and under the name C-TPAT in the USA. Europe has recently forged agreements with both countries on mutual recognition. That means that cargo flows can travel from producer right through to their final destination in a closed, AEO-certified logistics chain, so further boosting efficiency, speed and reliability.

Standing out Through Quality Worldwide AEO Chains The criteria for achieving the AEO status in Europe are the same in all countries. Even so, each customs authority has its own way of assessing the companies applying for AEO status, so Molenaar has found, for the terminals that have since been certified are located in three different countries. The outcome is identical

Achieving the AEO status is one thing, retaining certification is just as important. Molenaar: “That’s why ECT is centralizing the organization of the compulsory annual audits. In customs matters, too, we want to ensure that we continue to stand out in the future when it comes to quality.”

ME AND MY VESSEL Captain Loukos A. Konstantinidis is a privileged man. Not only is the amiable Greek the captain on the maiden voyage of the Hyundai Together (13,100 TEU), but he will also be in charge on the maiden trips of the next vessels in a series of five Ultra Large Container Ships launched by Hyundai Merchant Marine. “The Hyundai Together is a fine and manoeuvrable lady, but huge. You always have to stay alert.”

Why is Captain the best job in the world?

“To me, the most exiting aspect of life at sea is still the ports you call at. So many different people, cultures and cuisines. Since I started my career in 1968, I have been to almost every port in the world and I have befriended many stevedores and agents; people who I still see. As a Greek, I will of course say that the most beautiful port is Piraeus, but there are many ports which I gladly visit. This certainly also includes Rotterdam, and not just because it is such a nautically fantastic and well-organised port with very experienced pilots.”

Favourite dish on board?

“The Hyundai Together is sailed by Greek officers and the other crew members are Ukrainian. The cook is also Greek and he often prepares my favourite dish - moussaka. It took the Ukrainians some time to get used to Greek cuisine, but now they want nothing else. They do however want their own soup each day.”

If I want to brag about this vessel I would say...

“Because the bridge is located forwards, far away from the engine room, it’s a very quiet ship. Also nautically very comfortable because of the bow thrusters, which make what is ultimately still a huge ship highly manoeuvrable. A fine lady!”

Hyundai Together The Hyundai Together was delivered on February 16th, 2012 by Hyundai Samho Heavy Industries and is the first in a series of five 13,100-TEU vessels sailing for Hyundai Merchant Marine.

Flag Liberia Length 366.53 metres width 48.2 metres TEU-capacity 13,100 (800 reefer plugs) Crew 26 (8 Greek officers, 18 Ukrainians) Loop Asia Europe service in 70 days: Ningbo, Yangshan, Yantian, Singapore, Suez Canal, Le Havre, Southampton, Hamburg, Rotterdam, Suez Canal

Nicest place in Rotterdam “The days when a ship would sometimes dock in a port for weeks are definitely over, especially as regards container ships. In Rotterdam, it’s a matter of discharging, loading, bunkering of course and shopping at the wonderful duty free shop.

Whenever possible, I however also try to catch up with friends and head into town.”

Watch the Video!

See more of the Hyundai Together on the free Fast Forward app for the iPad which you can download in the Apple App Store.

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Sustainable ECT Examples of ECT’s Initiatives for Sustainable Entrepreneurship

16.5 million fewer car kilometres, 2400 tonnes reduction in CO2 emissions

Collective Company Transport Economical in Every Way ECT is the second-largest provider of collective company transport in the Netherlands. Every day around 1000 of its own staff and 300 employees of other companies travel to and from their place of work using the buses organised by ECT. Seven scheduled bus services operating twenty-four hours a day, seven days a week serve to connect the region with the ECT terminals on the Maasvlakte, right on the North Sea. In addition there is a separate scheduled service for office employees. Taken together this collective transport provision saves approximately 16.5 million car kilometres every year. That corresponds to carbon savings of around 2400 tonnes. What’s more, ECT’s bus services help to relieve congestion on the busy A15 motorway, which plays a vital role in smooth deliveries to and from the Rotterdam port.

ECT has been active in collective company transport since 1993, and as such it is clearly a pioneer. “Together with

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transport broker Vipre and bus company Ringelberg we are continually looking at ways of making things even better,” say ECT’s Michel Bakvis and Koos Bender, responsible for management and operations respectively. “What it’s all about is making sure that we keep offering the fastest and most reliable routes. We want to keep travel times as short as possible, otherwise the bus would become less of an attractive option for our staff.” For this reason ECT would like to see even more cooperation from the authorities.

“On secondary roads we’re already allowed to use the public transport bus lanes. We would like something like that on the motorway A15 as well. We’re asking that the buses, some of which run on biofuels nowadays, be allowed to use the hard shoulder when there are traffic jams. That’s good all round and for everyone. Even more employees will opt to take the bus, so boosting the port’s accessibility and benefiting the environment.”