Fast Forward 56, spring 2013

SPRING 2013 ISSUE

56

20 Years

of Automation

More Choice

in Southern Germany Customs’

Willy Rovers

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 Rob Bagchus 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 2012, ECT handled 7.7 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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Europe, the Americas and Australia. HPH also owns a number of transportation-related service companies.

In 2012, the HPH Group handled a combined throughput of 76.8 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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More Choice in Southern Germany Since April 2012, the thrice-weekly rail service of European Gateway Services and TX Logistik has been directly connecting the ECT deep-sea terminals with the bayernhafen Nürnberg in southern Germany.

Alexander Ochs of the bayernhafen Gruppe explains the added value for customers.

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Rotterdam and Zeeland link up

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Trailblazer for Reliable Global Logistics Chains

The European Gateway Services network has been further expanded with the addition of several ­destinations in the south-west of the Netherlands.

From now on, the sites of Verbrugge Terminals in Terneuzen and Vlissingen will be connected to ECT’s deep-sea terminals via a frequent barge service.

The Netherlands is one of the main external borders of the European Union. “We aim to perform our duties here with minimal logistical delays and administrative burdens for companies,” says the General Director of Dutch Customs, Willy Rovers.

spring 2013

COLUMN

20 Years of Automation On the 25th of June 2013, it will be exactly twenty years ago that Queen Beatrix officially opened the Delta/Sea-Land Terminal at the Maasvlakte. Nowadays commonly known as the Delta Dedicated North Terminal, it was the very first automated container terminal in the world. On the occasion, some of the directly involved ECT board members and managers look back, but especially also ahead. “At ECT, we can and want to pursue further efficiency. In this respect, it is the combination of man and technology which makes ECT really stand out.�

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News People make the Difference

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Foundation for Flexible Future

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Heavy Logistics!

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Further Upgrade Connection Rotterdam - Venlo

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Me and My Vessel

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New Interactive Website European Gateway Services

Towards the next Milestone 2013 marks the twentieth anniversary of the automated terminal. ECT had an absolute world first when it opened the Delta/Sea-Land Terminal on the 25th of June 1993. To this day, visitors to ECT are sometimes still in awe of our operation in which Automated Guided Vehicles (AGVs) find their way across the quays seemingly autonomously and Automated Stacking Cranes (ASCs) infallibly retrieve the right container from the stack. But what of course really matters here is our success in offering customers a continuously stable and reliable service. Throughout the years, our automated deep-sea terminals at the Maasvlakte have definitely proved themselves. And as technology keeps on advancing, we always see room for further improvement.

For that reason, we recently initiated a substantial investment programme for the ECT Delta Terminal in order to further prepare ourselves for the efficient handling of the rapidly increasing number of Ultra Large Container Ships (ULCSs) of 10,000 TEU and more. Investments which among other things comprise an order for eleven of the biggest semi-automatic quay cranes and new ASCs and AGVs (also see elsewhere in this Fast Forward, ed.). All equipment which - expertly operated by our employees 24/7 - is able to further optimise our performance and in addition contributes to increased sustainability. At the same time, the widening of the Amazonhaven port basin on the south side of the ECT Delta Terminal will make access for ULCSs even easier in the near future.

To give our customers the best possible service, ECT continues to develop unabatedly. Not just on the sea side, but also on the land side. Spread across Western Europe, the network of European Gateway Services already comprises around twenty participating inland terminals which are optimally connected with Rotterdam by rail and barge. Thus ensuring that containers are always available in the hinterland at the right time or, the other way around, can smoothly connect with the deep-sea vessel in Rotterdam.

Since its inception in 1966, ECT has time and again confirmed its leading position in container handling in the port of Rotterdam. The opening of the first automated container terminal in the world was an important milestone, but - as we have consistently demonstrated over the last twenty years we are always working towards the next one. It is our absolute ambition to remain the frontrunner offering our customers a true difference in terms of service and performance now and in the future.

Fast Forward is also available as an app for the iPad and Android tablets. It can be downloaded free of charge in the Apple App Store and Google Play Market.

Jan Westerhoud President of ECT 3

NEWS

ECT’s has expanded its recent order with ZPMC from five to eleven of the very largest quay cranes. All are destined for the ECT Delta Terminal. The new 50-metre high, semi-automatic quay cranes have a reach of 24 containers wide and will be commissioned from early 2014.

ECT expands Order New Quay Cranes to Eleven

Photo Aeroview

With this, ECT will be fully ready to efficiently handle the rapidly expanding number of Ultra Large Container Ships (ULCSs).

Other current investments for the ECT Delta Terminal comprise eleven Automated Stacking Cranes (ASCs), scheduled for delivery by Kalmar in 2014, and 22 hybrid Automated Guided Vehicles manufactured

by VDL (also see article pages 14 - 15).

Furthermore, a tender for another 64 new AGVs is in its final stage. All these investments are aimed at further improving ECT’s service and performance.

Meet European Gateway Services in Munich From the 4th to the 7th of June 2013, European Gateway Services will be present with its own stand at Transport Logistics, the world’s leading trade fair in Munich, Germany. More than 50,000 visitors from nearly 140 countries will attend for information about the latest trends and developments in their respective fields. European Gateway Services can be found in hall B3, stand number 410. We look forward to welcoming you here.

Renewed Fast Forward App now also for Android This edition of Fast Forward is once again also available as an app with various extra videos and other content. An app which by the way has become even more attractive and user-friendly due to a completely new look & feel. What’s more, in addition to Apple, the Fast Forward app is now available for Android-based tablets too. You can download the app of your choice free-ofcharge in both the Apple App Store and Google Play Market.

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Welcome Container Pick-up: on Board! arrange Import Documents in Advance

CMA CGM offers everyone the unique opportunity to sail on what is currently the largest container ship in the world.

The 396-metre long and 54-metre wide CMA CGM Marco Polo now has five double cabins of 20 m2 each for cruise passengers with a passion for containers.

They will definitely be comfortable: on board are a lounge with TV equipment, a library, a fitness room and even a swimming pool.

First and foremost, cruising aboard the CMA CGM Marco Polo offers passengers a unique and unforgettable opportunity to explore oceans, seas and continents on the inter­national trade routes and share the crew’s everyday life. The following ports are called at in the rotation of the CMA CGM Marco Polo between Asia and Europe: Ningbo, Shanghai, Xiamen, Hong Kong, Chiwan, Yantian, Port Kelang, Tangiers, Southampton, Hamburg, Bremerhaven, Rotterdam, Zeebrugge, Le Havre, Malta, Al Khor Fakkan, Jebel Ali and then back to Ningbo again.

For some 95 percent of all trucks calling at ECT’s deep-sea terminals to pick up containers, the import documents have already been arranged in advance through ECT’s website.

This considerably simplifies the handling at the terminal.

All parties benefit. In the immediate future, ECT therefore wants to make the advance pre-notification of import documents fully mandatory. Jan Molenaar, Operations Manager of the Gate & Administration Desk: “Moreover, it will soon be the case that when the driver reports at the gate, he will only be allowed to commence his roundtrip at the terminal

if there is 100 percent certainty that he will not be stopped by Customs upon departure.

The customs formalities are already arranged upon arrival. This smoothens the flow at the terminal and prevents frustration on the part of the driver due to unforeseen customs problems.”

Do-It-Yourself at ECT City Terminal Following the ECT Delta Terminal and Euromax Terminal Rotterdam, visiting truck drivers now use a do-it-yourself desk for their administration upon arrival at the ECT City Terminal as well. Only if problems are encountered can an ECT employee be ­contacted. Jan Molenaar, Operations Manager at ECT’s Gate & Administration Desk: “This means it is important for transporters to have all the necessary information in order beforehand. Doing so ensures the fastest turnaround time for the driver at the terminal.”

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NEWS

Clear Advantage Electronic p ­ renotification Export Documents

Website stimulates Synchromodal Transport

For some time now, companies have already been able to easily pre-notify their customs documents for export containers at the ECT terminals.

By electronically submitting five items of cargo information in advance via the service Notification export documents of the port-wide Port Community System of Portbase, they ensure a streamlined handling.

Through the new website www.synchromodaliteit.nl (to be released in May 2013), everyone can now keep up-to-date with the current progress made in the development of s­ ynchromodal transport in the Netherlands. In addition to general information, presentations and ­videos, the website especially also offers insight into various pilots aimed at the implementation of synchromodal transport in practice. The new website was initiated by the Steering c­ ommittee Synchromodality which is part of the so-called Strategic Platform Logistics. This joint p ­ ublic-private initiative aims to ensure that the Netherlands becomes the international ­leader in cargo flow handling by 2020.

Synchromodality is one of the means to this end.

Moreover, containers can be tracked online via the website of Portbase: from the moment of arrival at the terminal to the departure by ship. Electronic pre-notification is possible for virtually all kinds of cargo, both ECS and NCTS. In the case of ECS cargo (Export Control System) companies which submit their cargo data furthermore assure themselves of an optimum handling of their export declarations.

Terminal and shipping line use the submitted data for two notifications to Customs, after which the declaring party immediately receives a confirmation of exit from them. This finalises the export declaration without any difficult questions by Customs afterwards. Wim Luck, Supervisor of ECT’s Gate & Administration Desk: “At ECT, we are making a substantial effort to persuade everyone to actually submit their export documents electronically.

We quickly want to increase the current ratio of around 40 percent and really want to ­eliminate the physical delivery of documents by the truck driver, by mail, by e-mail and by courier. Together with Portbase, we therefore visited all the shipping lines to encourage them to inform their hinterland offices and customers of the benefits of submitting export documents electronically in advance. This is paying off; the percentage of export containers with pre-notified customs documents is steadily increasing. After all, everyone wants to work more efficiently. Furthermore, making use of this Portbase service is completely free.”

Want to know more?

Visit www.exportcontrolsystem.eu for all additional information on easily submitting your export documents electronically.

Cosco Pride most ­sustainable ship of 2012

The Cosco Pride is the most sustainable ship to have called at the port of Rotterdam in 2012.

This according to the ranking list of the Environmental Ship Index (ESI) in London, introduced in 2010 by the World Port Climate Initiative.

The ESI was devised by the ports of Le Havre, Bremen, Hamburg, Antwerp, Amsterdam and Rotterdam as a means to reflect the ­environmental performance of ships in terms of emissions of air pollutants (NOx and SOx) and CO2. Ports and nautical service providers around the world can use the index to reward ships, thus promoting sustainable practices in the shipping sector. The Cosco Pride is 366 metres long, 48 metres wide and has a capacity of 13,100 TEU. The ship has been a regular visitor to the Euromax Terminal Rotterdam since its commissioning in 2011.

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People make the Difference

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

Marcel Ritman (50) has been working at ECT since 1984 and is currently supervisor at the Delta Dedicated North Terminal.

Patrick Benningshof (38) joined ECT in 2007 and works at the Delta Dedicated North Terminal as a planning and control employee.

‘Bring on those large ships!’

What are your views on automation?

MARCEL: “In 1992 I started working at the Delta/Sea-Land Terminal (the first automated container terminal in the world, later called the Delta Dedicated North Terminal, ed.) which at the time was still under construction.

The surface was not paved yet, but I felt that this terminal would be the future. The next 21 years were one consecutive change for me. It took some time before the terminal performed optimally, but develop­ ments have always continued.”

‘You can automate all you want, but what really matters is how everything is controlled’

PATRICK: “Until 2007 I worked for a shortsea operator. Especially the large ships and automation persuaded me to make the switch to ECT. In practice, the automation turned out to encompass even more than I had anticipated prior to joining the company. Planning and control is serious business and you really need to master the automated cluster.”

Why is especially ECT so successful in getting the most out of automation?

MARCEL: “It’s true that the computer doesn’t make any mistakes, but the knowledge and skills of the ECT employees are essential in this respect.

With the control inside and the operations outside, we deliver an optimum product as a team every day.”

PATRICK: “You can automate all you want, but what really matters is how everything is controlled. The same goes for proper maintenance.

All the good work the technical maintenance department performs on our automated equipment on a daily basis is absolutely crucial as well.”

And the future?

MARCEL: “Automation does not stop and neither will we. Hardware is hardware, but software always offers room for improvement, allowing us to continue giving our customers an edge. So bring on those large ships and we will prove ourselves. ECT never stops developing.”

PATRICK: “The challenge is achieving a good performance for each visiting ship. This is sometimes difficult, usually fun to do and different every time. You learn something new every day here and you can continue to develop in parallel with ECT. That is certainly stimulated. We are definitely ready for the future.”

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World’s First Automated Container Terminal opened on 25 June 1993

Man and Technology Hand in Hand for 20 Years On the 25th of June 2013, it will be exactly twenty years ago that Queen Beatrix officially opened the Delta/SeaLand Terminal at the Maasvlakte. Nowadays commonly known as the Delta Dedicated North Terminal, it was the very first automated container terminal in the world.

At the time, ECT’s current Management Board members Wando Boevé and Jasper Hooykaas were closely involved with the operational aspects of the launch. Since then, both have co-managed many subsequent developments.

“It is the combination of man and technology which makes ECT really stand out.”

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Official Opening by Queen Beatrix The uniqueness of the first automated container terminal in the world was illustrated by the presence of Queen Beatrix.

Her Majesty performed the opening ceremony which set the first container into motion.

“The twentieth anniversary of the automated terminal is in fact only a physical milestone,” recalls Jasper Hooykaas.

“ECT started contemplating the automated concept much earlier. When our very first - still conventional - container terminal at the Maasvlakte came on stream in 1984, ECT president Gerrit Wormmeester already stated that we needed to start thinking about a next generation of container terminals.” For this purpose, a project team was installed to design the terminal of the future, with the use of new technology as their main focus. In the late eighties Wando Boevé was also added to the team. At the time, Boevé was in charge of ECT’s operations for American customer Sea-Land at the Home Terminal - presently the ECT City Terminal. And it was specifically this shipping line which had committed itself to the development of an automated terminal at the Maasvlakte and had entered into a 25-year contract with ECT in 1988. Boevé: “My job was to provide the designers with hands-on, practical experience about the functioning of a daily terminal operation.”

Social Innovation at Least as Great “Of course, the most eye-catching aspect of the very first automated terminal was the technology,” continues Hooykaas, who joined the project organisation of the Delta/Sea-Land Terminal shortly after Boevé. “An operation involving Automated Guided Vehicles - AGVs - and Automated Stacking Cranes - ASCs - was a world first.

The social innovation however was at least as great and definitely entailed much more than just reducing the size of the crane teams from eight people to three. For us, the technology was also a way to make a huge step forward in our workforce organisation. The commissioning of the new terminal marked the transition to a more process-driven work environment in which professional expertise is the starting point and responsibility is always placed where it needs to be within the organisation.” Boevé adds: “In the very first design of the automated terminal, the idea was that employees would each time only see the next task they

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were supposed to perform. We changed this. If anything, an employee needs to be able to see the bigger picture; he or she can next gear his or her actions to this.” It’s a basic difference between the mindsets of automation experts and operational staff, they both realise.

Proper Balance “In the end, everything boils down to the right balance between man and technology,” says Boevé. “And I believe we have really succeeded in that respect.” The introduction of the automated terminal has never come at the expense of employment. “We were able to offset the reduction in crane teams from eight to three people through the continuous growth in container handling.” Both Management Board members dismiss the notion that the choice for automation was mostly cost-driven. “ECT’s main motivation was achieving a substantial boost in flexibility and reliability.

In terms of service and performance, an automated operation allows us to much better anticipate shifts in the workload.

Furthermore, we thought back then that certain operational positions would become impossible to fill in the future.”

Continuous Process Following the launch of the Delta/Sea-Land Terminal nowadays Delta Dedicated North Terminal - the automation at ECT has rapidly continued. The opening of the Delta Dedicated East Terminal in 1996 and the Delta Dedicated West Terminal in 2000 on the south side of the Delta

peninsula were logical next steps. The launch in 2008 of the Euromax Terminal Rotterdam at the north-western corner of the Maasvlakte constituted a further evolution in automation.

In pace with the advancing technology and scaling-up in the maritime sector, the equipment across the ECT terminals has also been continuously upgraded and applications such as twin lifting, dual cycling, flexible loading, etc. have steadily increased. It is an on-going process, say Boevé and Hooykaas. “ECT continues to innovate and invest (also see the news item on page 4). The ECT Delta Terminal and Euromax Terminal Rotterdam reinforce one another in that respect. Through European Gateway Services, we are furthermore also solidifying our position as frontrunners in the organisation of reliable and sustainable hinterland transport.”

People make the Difference Continuous social innovation has also indubitably proven its worth. “The process of placing responsibility right where it belongs within the organisation has always continued.

It are our employees who make the difference. Man is absolutely crucial on the automated terminal. In fact, it is the combination of man and technology which makes ECT really stand out. That was the case at the launch of the Delta/Sea-Land Terminal and, with all our years of experience in terminal automation, is even more the case now.”

‘At ECT, we can and want to ­pursue further Efficiency’ “The commissioning of a new generation of automated container terminals in the near future will ultimately also give ECT’s developments a new boost,” says ECT’s Director Technology & Engineering Jan Waas.

“More than twenty years have passed since ECT came up with the design for the world’s first automated terminal.

Until ten years ago, we used to develop all the related software in-house.

As the frontrunner, we next brought the knowledge and experience also to the market and primarily left the additional development up to them, thus also giving an impulse to global terminal automation in general.”

The fact that a new generation of automated container terminals is being developed in the world is 10

therefore only logical and actually took a surprisingly long time, is what Waas notices. “Ultimately, it will give a boost to the further terminal efficiency at ECT as well.”

Clear Track Record in Innovation Waas is convinced that ECT has an excellent starting position for further improvements. “Three years ago we opened the Euromax Terminal Rotterdam, which is still the most advanced terminal in the world.

We only need to make small steps forward to adjust both the ECT Delta

Terminal and Euromax Terminal to the new reality. And we definitely have the ability to do so.

In the almost fifty years that ECT has been operating, we have time and again demonstrated our ability to adapt to changing circumstances. No one can take away our knowledge and experience. We have a clear track record of continuous innovation, 365 days a year, 24 hours a day.”

Change is Positive The Director Technology & Engineering is convinced that

From 4,600 TEU to 14,000 TEU and more in Two Decades ECT constructed the world’s very first automated container terminal twenty years ago for use by ­ Sea-Land. At the time, Henk Molenaar was employed at this shipping line and was closely involved in the start-up. Nowadays he works for ECT as Operations Manager at the same terminal. Developments here are continuing unabatedly, but this time for customer MSC.

“Although completely different companies, the relationship between Sea-Land and ECT was excellent,” recalls Molenaar. “The start-up of a completely new state-of-the-art terminal concept felt like a huge common venture.

Every day there were new challenges to get the Delta/Sea-Land Terminal up and running.

But we succeeded and continuously further improved operations through joint Process Improvement Teams. The close cooperation between customer and terminal operator to achieve a good product definitely paid off.

Nowadays the same holds true in relation to the teamwork with our current customer MSC.”

Continuous Scaling-up One thing that has definitely changed over the last two decades though is the scale of

the operation. Molenaar: “With a capacity of 4,600 TEU, the Atlantic-class ships of SeaLand were the very largest to sail the world seas at the time. They were discharged and loaded using three to four cranes. Now, we handle 14,000-TEU ships every week here at the Delta Dedicated North Terminal or DMT Terminal as it is called in the cooperation with MSC. We generally use six cranes, always with the goal of achieving the ­fastest-possible turnaround times.”

Double the Volume

kept pace with current requirements and increasingly more, better and larger equipment, good teamwork is a key factor in this as well. “Together with all the staff here, we strive to facilitate MSC as optimally and flexibly as possible in all regards.” Moreover, there is still plenty of room for new develop­ ments and improvements. To this extent, ECT is heavily investing in new equipment (see news item on page 4). “And recently we for example also created a dedicated empty depot for MSC directly behind the terminal.”

“We are now able to handle double the volume on the same area as the initial Delta/Sea-Land Terminal,” states Molenaar to illustrate the on-going developments at ECT. Besides a terminal system which has

automation has far from reached the limit yet. “Software is becoming increasingly smarter and versatile.

Changes are also occurring faster and faster. Not just in the container sector, but in the entire world around us.

Developments which currently still lie somewhat dormant below the surface can suddenly make the difference just like that. At ECT, we can and want to be a part of that. We will ensure that we stay in the vanguard. The current developments in the terminal business keep us sharp. Change is only positive.”

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Rail Offering Nuremberg expanded with Direct Train to Rotterdam

More Choice in Southern Germany

“Via Rotterdam, cargo can be in Nuremberg earlier or from here be transported to the sea port later.”

The bayernhafen Gruppe operates six different inland ports in southern Germany which combined cover approximately 800 hectares. For all these locations the company functions as a site architect, an active moderator for the development of logistics solutions and networks. Strategic area management ensures a wide range of customers. Within the six inland ports, around 500 companies are currently active in such sectors as transport, warehousing, logistics, services and manufacturing. The bayernhafen Gruppe offers them a highly flexible infrastructure including in most cases in cooperation with third-party managed inland terminals.

Customers benefit from a wide range of trimodal transport options, supported by extensive automation. Alexander Ochs: “Our aim is to further strengthen the position of our inland ports as a logistics hub and platform for the worldwide exchange of goods.”

Benefits in Transit Times In this context, the direct train Rotterdam - Nuremberg vv is a welcome expansion of the range of services available to customers. Ochs: “Until recently, the stake of Rotterdam in the maritime transport to and from southern Germany was less than one percent. The new direct train to the bayernhafen Nürnberg will help to change that. The market is definitely interested.” According to Ochs, the benefits are numerous.

“Our aim is to stimulate open pathways from the bayernhafen inland ports to the most important European deep-sea ports such as Hamburg, Bremerhaven and, since April 2012, 12

Rotterdam. The new rail link to Rotterdam definitely strengthens our international intermodal network. In many cases, Rotterdam after all is the first and last port of call in Europe for deep-sea carriers. Cargo can therefore be in Nuremberg earlier or from here be transported to the sea port later. The rail shuttle is an absolute benefit to the Bavarian economy.” Ochs thinks that the rail product from Rotterdam will become even more interesting when Nuremberg becomes an extended gate within the European Gateway Services concept in the future. Then, customs clearance can wait until the moment the container arrives in Germany.

“European Gateway Services is currently going through the official application process with Customs to achieve this; possibly this will already be the case in 2013.”

True Greenfield Development The bayernhafen Nürnberg is a real success story. Opened in 1972, the inland port nowadays is the most important logistics hub in southern Germany. One of its assets is the combined transport terminal operated by TriCon ContainerTerminal Nürnberg GmbH, launched in 2006 and expanded in 2009. This is also were the Rotterdam train is handled.

“The terminal was a true greenfield development and as such allowed for an optimum layout,” explains Ochs, who is also a member of the TriCon management team. On a map he shows the smart outline which currently features two rail sets with a total of ten tracks and four gantry cranes, directly adjacent to empty depots and a centrally

Since April 2012, the thrice-weekly rail service of European Gateway Services and TX Logistik has been directly connecting the ECT deep-sea terminals in Rotterdam with the bayernhafen Nürnberg in southern Germany. The TriCon Container-Terminal Nürnberg functions as the hub here.

Alexander Ochs, member of the bayernhafen Gruppe’s management team, explains the added value for customers.

Photos TriCon Container-Terminal Nürnberg GmbH / Hafen Nürnberg-Roth GmbH

situated customs office. Furthermore, TriCon has an own inland quay on the Rhine-Main-Danube Canal. “Our through­ put capacity for rail is 480,000 TEU and 53,000 TEU for inland shipping. Another significant advantage in terms of rail handling is the fact that the terminal is electrified.

The electric locomotive used on the main route between Rotterdam and Nuremberg can be used all the way up to the terminal without the need for switching to a separate shunting lock for the ‘last mile’.”

The bayernhafen Nürnberg has room for further growth.

Space has been reserved for a third module for combined transport. “With that, our handling capacity in Nuremberg can be expanded by 267,000 TEU.” There is definitely plenty of cargo potential in southern Germany. Just the Nuremberg region alone is home to approximately 3.5 million inhabitants and 160,000 companies active in such sectors as the auto­ motive industry, textile, machinery and more. Ochs foresees a further development as a hub for the TriCon inland terminal, also in relation to the rail service of European Gateway Services. “From here, cargo from Rotterdam can for example be put aboard the existing rail shuttle to Regensburg, but also on a continental train that connects Nuremberg with Verona in Italy. The more cargo, the more connections, the more attractive rail transport becomes.”

Licence for Growth Ochs has no doubt whatsoever that intermodal transport is the way of the future. “The shipper will increasingly determine the modal split and attaches great importance to sustainability. We are definitely noticing a continuing growth in rail transport and we are accordingly investing in that. Through automation and more do-it-yourself activity on the part of the truck driver, every driver must be in and

out of our terminals in twenty minutes. A time limit which we explicitly monitor and disclose as well. The market demands quality and transparency. With LogOn, our realtime information platform for all of the parties involved in the logistics chain, we further strengthen the appeal of intermodal transport and help conserve the environment.”

Optimum Facilitation The bayernhafen Gruppe conducts a lot of exploratory market research for its inland ports and the 500 companies that operate there and for example also organises road shows to promote the available range of services. Ochs: “Ultimately, it is the companies themselves that have to make the commercial deals. We adopt a neutral position and act as a facilitator. Our goal is to always offer our customers at the inland ports the widest possible spectrum of transport options. This is definitely not just limited to rail. All six of the bayernhafen inland ports also have the possibility for connections with Rotterdam via inland waterways. The trimodal container terminal in Aschaffenburg for example would be an ideal location for a direct barge service.”

Six Different Bayernhafen The bayernhafen Gruppe is owned by the Freistaat Bayern and operates inland ports in Aschaffenburg, Bamberg, Nuremberg, Roth, Regensburg and Passau.

The company is a shareholder in the operating companies of the intermodal terminals here in Aschaffenburg, Bamberg and Nuremberg. There is also a container ­terminal in Regensburg. Combined, intermodal container handling in 2012 amounted over 420,000 TEU. More information: www.bayernhafen.de.

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First Series of 22 Hybrid AGVs

Foundation for Flexible Future After successful tests with a prototype, ECT will take delivery of the first in a series of 22 hybrid Automated Guided Vehicles (AGVs) from late 2013. The Dutch VDL Groep is currently manufacturing this new generation of sustainable equipment. “Thanks to their modular construction, our AGVs can also easily be adapted in the future for the next generation of even cleaner energy sources,” says Frans van Dommelen, Managing Director of VDL Container­ systemen.

The order for VDL signifies the first manufacture of entirely Dutch-made AGVs. Based in the south of the Netherlands, the VDL Groep is owned by entrepreneur Wim van der Leegte.

Over several decades he created a multi-faceted industrial conglomerate, employing some 8700 workers active in a range of different sectors, varying from the development of self-steering coaches, to the creation of production lines, the production of container handling systems on trucks and more. The Van der Leegte conglomerate achieved nation-wide fame with its acquisition in 2012 of the major Dutch Nedcar car plant, where it will start manufacturing Minis for BMW from 2014. Frans van Dommelen: “It seems our versatility

got us noticed at ECT. A few years ago they came to us and asked if we could make AGVs. And of course we can!”

What followed were long and intensive rounds of talks.

“Saying that you can do something is one thing, proving to ECT that you can do it, is another. Both Jan Westerhoud, as President of ECT, and our own Wim van der Leegte were directly involved in the negotiations. At a certain point Van der Leegte said: ‘we at VDL will develop a new AGV together with you, and if it’s no good to you, ECT, you won’t be under any obligation whatsoever’.” This no-nonsense approach decided the matter. “Of course it was followed by another intensive round of negotiations to define when something would be deemed good or not good, but then we were really able to get started,” Van Dommelen continues.

From Scratch to Operating Vehicle

Hybrid AGV working Well A first hybrid AGV has been operational at the ECT Delta Terminal since January 2012, to everyone’s satisfaction. The vehicle can transport two 20-feet containers at a time, with a maximum total weight of 70 tons.

The top speed of the new AGV is 21 km per hour.

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Working together with ECT and so reaping the full benefit of the terminal operator’s twenty years of knowhow and operational expertise, VDL needed only a scant twelve months to develop a new hybrid AGV from scratch and to build it. Van Dommelen: “In September 2011 we delivered the prototype to ECT. That device was extensively and successfully tested at the Euromax Terminal. Since January 2012 the hybrid AGV has been fully integrated into the operations at the ECT Delta Terminal.”

In essence the hybrid AGV works in just the same way as a hybrid passenger vehicle. A small diesel engine powers a generator which feeds the electric engines. When peak output is required, ultracaps - a sort of super batteries provide extra power. The deployment of hybrid AGVs results in substantial reductions of CO2 emissions and noise.

Compared to the first generation of diesel-hydraulic AGVs from the early Nineties, the new hybrid AGV uses significantly less diesel. The same applies in comparison with the later diesel-electric powered AGVs.

Super Batteries even More Important Now there’s the order for 22 follow-up units. Thanks to a further round of optimisation, this hybrid AGV boasts an even smaller, more fuel-efficient engine than the prototype (150kW rather than 250kW). As such the super batteries needed to generate extra power when necessary have become even more important. They are recharged automatically as the AGV carries out its rounds across the terminal.

‘We are always on the look-out to reduce fuel use as much as possible’ “We’re working with seven different VDL operating companies to execute the order,” says Van Dommelen as he busies himself with unfolding a complex organization chart. In hundreds of lines of text, the chart minutely details each element of the construction, including the way the various parts fit together and the order of execution. “It all starts with a sheet of steel; many hundreds of welding hours later the finishing and systems integration are finally done at VDL Steelweld in Breda.” Siemens and Frog are the suppliers of the software for the navigation, steering and power management of the vehicle.

Modular Approach What also makes VDL’s AGV distinctive is its modular construction. Van Dommelen: “VDL has its roots in the auto­motive sector. We’re used to vehicle parts having to be fast and easy to replace and having to ensure that maintenance staff can easily get to what needs looking at.

In the preliminary stages we liaised with ECT’s maintenance engineers specifically on this. And, as always, we were on the look-out to reduce fuel use as much as possible.”

The modular construction has an added advantage that it makes it easy to replace the hybrid engine in the future, if wanted. “Based on further developments in technology you could imagine a hydrogen-powered engine, an induction drive system etc, etc.”

VDL has just started with the construction of the first in a series of 22 hybrid AGVs.

For now, of course, everything is focused on the current order. “At the end of October 2013 we will be delivering the first two hybrid AGVs of this series to ECT. After extensive practical testing with them at ECT, the third one is set to follow in January 2014. Subsequently a next AGV will be delivered every seven working days, so that by July 2014 all 22 hybrid vehicles will be doing their rounds at ECT.” It goes without saying that VDL is hoping this order won’t be the last. After all, ECT has many more AGVs that will need replacing over the coming years. “But internationally there’s already some serious interest for our hybrid AGVs too.”

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Expansion of European Gateway Services Network into the South West of the Netherlands

Rotterdam and Zeeland link up The European Gateway Services network has been further expanded with the addition of several destinations in Zeeland, a province in the south west of the Netherlands.

From now on the sites of Verbrugge Terminals in Terneuzen and Vlissingen will be connected to ECT’s deep-sea terminals in Rotterdam via a frequent barge service.

Verbrugge Terminals is the key player in the ports of Vlissingen and Terneuzen, which together comprise Zeeland Seaports, strategically located in the mouth of the Scheldt river. “Some 40 percent of all cargo in Zeeland Seaports is handled through our three terminals; this currently amounts to around 14 million tonnes annually,” says Mario van Rijt, Director Bulk & Marine. “We focus particularly on niche markets. Verbrugge is one of the bigger players in wood, steel and metals. We also handle tobacco and project cargoes and we tranship a great deal of dry bulk, particularly specialities in fertilizers and industrial minerals.”

Founded in 1958, the family-owned firm employs 1200 workers to handle seagoing vessels, barges as well as trains.

In addition, Verbrugge Terminals also arranges the customs formalities for its customers and fulfils an important hub and storage functions for many of them. The company’s three sites in Vlissingen and one in Terneuzen encompass 225 hectares in total, for a large part accommodating specialized warehouses and silos. The terminal operator is continuing to invest heavily. Van Rijt: “We are currently implementing a comprehensive new building programme.”

Verbrugge started out in road transport. “We’re still very active in the haulage business, with around 600 trucks on the road. To cut a long story short, we can meet the customer’s every need and offer him one stop shopping.”

Growing Importance of Containers Van Rijt, too, has remarked a growing tendency to ship both break bulk and dry bulk in containers. “Together this adds up to a considerable amount.” At the same time he also sees fluctuations. In the current difficult economic climate, for example, the pricing of transport using break 16

bulk vessels and bulk carriers has again become slightly more attractive. “In the long term, however, the market share of the container will increase further,” he says with conviction. “Customers clearly see the advantages. In the past, for example, one was forced to order 25,000 tonnes at a time and store it somewhere. Now a company can order a single container from the supplier and have it delivered intermodally to the factory gate. It’s a far more logical option.”

Within the on-going containerisation Verbrugge Terminals deals with a wide range of hybrid forms. “For example, we regularly take delivery of bulk or break bulk cargoes, which we load into containers at the customer’s request before shipping the cargo onwards - quite often for export overseas to other parts of the world.”

Via Barge to and from Rotterdam Due to the continued containerisation efficient connections to the major deep-sea terminals are essential for Verbrugge Terminals. That’s why the terminal operator decided to link up to the European Gateway Services network. To this end Verbrugge, ECT and Danser Containerline set up Zeeland Container Barging, a cooperative venture that maintains regular inland shipping connections between Terneuzen and Vlissingen on the one hand and Rotterdam on the

Mario van Rijt: “With the inland shipping link that’s now been created we’re able to transport the containers efficient and sustainable to and from our terminal sites in Zeeland.”

other. Antwerp is also a port of call. Four dedicated barges ply the route, their sailing schedules determined by supply and demand. Van Rijt: “For their worldwide transport our container customers make use of the big deep-sea ships.

The deep-sea terminals these vessels call at are situated relatively far away from where we are. But with the inland shipping link that’s now been created we’re able to transport the containers efficient and sustainable to and from our terminal sites in Zeeland. That way we can attract and keep cargoes.”

Other businesses in the region can reap the advantages of Zeeland Container Barging as well.” In and around Zeeland Seaports - the Netherlands’ third-largest port - there are numerous logistics service providers and industries, including big names in chemicals and steel. All these players can sustainable send and take delivery of their containers via the sites of Verbrugge Terminals in either Vlissingen or Terneuzen, and can arrange for pre-delivery and onward transport by truck if wished.

Easy Access to Network

‘Other businesses in Zeeland can reap the advantages as well’ Also for other Businesses in the Region “Obviously it all has to add up,” says Van Rijt, indicating one of the key preconditions for deploying inland shipping.

“But it’s precisely because we are part of the European Gateway Services network that it’s possible to generate the required critical volume. The barge connection is absolutely not only for customers of Verbrugge Terminals.

Plugging into the European Gateway Services network has even more advantages, says Van Rijt. “Say we have containers bound for Basel in Switzerland. Within the European Gateway Services network we can arrange a connection very quickly and efficiently.”

The joint operation of inland shipping services within Zeeland Container Barging offers added value for all three of the initiating partners, concludes Van Rijt. “Nobody needs to reinvent the wheel. We reinforce one another’s strengths and together we can offer a reliable product. What needs to happen now is that we stimulate as many other parties as possible to use these inland connections.”

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Rotterdam Train facilitates German Stone Imports and Exports

Heavy Logistics!

Cross Trades SIS is also a strong player in cross trades: organizing transport between two locations outside Europe.

Although… Marco Ohlig: “We look after a substantial flow of raw stone transported from India to China, for example. In China this raw material is used to make gravestones, which eventually end up in Europe.”

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Marco Ohlig (l) and Sebastian Theis: “Also customs formalities are significantly easier in Rotterdam.”

Tucked away in the German countryside between Cologne to the west (100 km) and Frankfurt am Main to the east (125 km), forwarder SIS specializes in the global logistics of stone. For this, Marco Ohlig, responsible for export, and imports manager Sebastian Theis see clear advantages in the direct rail connections instituted in 2012 between Rotterdam and Nuremburg and Rotterdam and Munich.

SIS is the international arm of Schaefer & SIS (350 employees), a German forwarder with offices and partner­ships around the world. For a wide range of commodities the forwarder provides customers a one-stop shop, offering transport and all the associated logistics services. One of the specializations only recently developed by SIS is the logistics for stone and stone products. “We have since become the most important German forwarder of stone products from the Jura area near Nuremburg,” says Marco Ohlig. “For our customers we export huge blocks of stone that fit exactly into a twenty foot container, most of which are bound for China. There the stones are cut and polished, ready to be used as cladding for houses.” SIS ships around 5000 to 7000 containers of stone products to Asia annually. For the transport from Nuremburg to the seaport, rail is the obvious option. Containers transported via this form of intermodal transport are allowed to weigh up to a maximum of 27 tonnes, compared with just 25 tonnes for direct transport by road. Previously SIS’ entire cargo flow used to go via Hamburg.

‘When you import via the Netherlands there’s no need to pay VAT up front’ However, the direct rail connection between Nuremberg and Rotterdam introduced in April last year, now offers an attractive alternative. Ohlig: “We at SIS were on board almost right from the start. The rail transit times from Nuremberg to Hamburg and Nuremberg to Rotterdam are more or less the same. But it’s far easier to come to a good arrangement with ECT about the free time our containers are allowed to spend at their terminals awaiting the deepsea ship. What’s more, Hamburg imposes a surcharge of 100 to 125 euro for handling containers with heavy cargoes of 27 tonnes such as ours. Also the customs formalities are significantly more easily in Rotterdam. The only thing you need to do in addition to your export declaration is to submit some cargo data via Portbase (Rotterdam’s overarching Port Community System, ed.). When exporting via Hamburg the whole completion of customs formalities is far more labour intensive.”

Tax Breaks and More Importing stone products is also a major activity for SIS. Sebastian Theis: “We import stone products for our German customers from across the whole world: China, Brazil, India… they come from all over. For some of our customers we ship just five containers a year, for others 3000.” The kind

of stone product that is imported is however completely different from the product SIS exports; for example, special kitchen countertops. “Using so-called A-frames that we designed ourselves we can ensure that these and all other slabs always reach their final destination in perfect condition,” says Theis. Utilizing the direct rail connection from Rotterdam has distinct added value for imports as well, so SIS has found. Something that holds true for both the transport to Nuremberg and to Munich. Theis: “We’re now able to offer our customers a serious alternative to the existing transport links via Hamburg and Bremen.”

The import manager at SIS sees real, concrete advantages, for example as regards fiscal clearance. “When you import via the Netherlands there’s no need to pay VAT up front.

In cases where the cargo comes into Europe via one of the German ports you do however have to settle in advance; you only get the money back from the government at the end of the month.” Another advantage is that transit times can be cut even further. “For many deep-sea shipping lines, Rotterdam is usually the first port of call in Europe.

By taking this into account when you’re picking your deepsea carriers, you can ensure that the cargo arrives at its final destination in Germany earlier. For our customers, too, this is becoming an increasingly important factor.

Production must always go on.”

At all times cargoes can be followed by customers online via SIS’ own track and trace system. Theis: “That also holds true for the containers we ship via the Rotterdam train.

All with the aim of serving our customers as well as we possibly can.”

More information at www.s-group.com

Direct Rail Connections Rotterdam Nuremberg and Rotterdam - Munich European Gateway Services operates a direct rail connec­ tion between ECT’s deep-sea terminals in Rotterdam and the inland terminals of TriCon in Nuremberg and Munich-Riem three times a week. Cargo departing from Rotterdam in the evening of day A is available in the early morning of day C, both in the Nuremberg region and in the Munich region. In the opposite direction the transit times are comparable.

Booking cargo on the trains can easily be done via European Gateway Services’ Central Booking Desk, ­telephone 31 (0) 181 27 8308; email egsplanning@ect.nl.

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Trailblazer for Reliable Global Logistics Chains The Netherlands is one of the main external borders of the European Union. As a result, Dutch Customs has the important task of monitoring correct trans-border cargo traffic for the entire EU. “We are primarily an enforcement agency, but aim to perform our duties with minimal logistical delays and administrative burdens for companies,” says General Director Willy Rovers. An aim which is achieved through many different initiatives.

The business community itself to a great extent holds the key to smooth cross-border cargo traffic, explains Customs top man Willy Rovers. “By qualifying for an Authorised Economic Operator (AEO) status, companies create guarantees for reliable cargo flows for Customs. This means fewer inspections on our part, resulting in less logistical delays.

Ultimately, we want AEO to cover 80 to 90 percent of the total cross-border cargo flow.” In the Netherlands, more than 1300 companies now already meet the strict requirements for AEO status. “In terms of participants, this puts us in second place in Europe; Germany is first with about 6000 certified companies.”

Global Challenge Besides a further increase in the number of AEO-certified companies in Europe, the mutual recognition of the European AEO programme and comparable initiatives elsewhere in the world is at least as important. Ideally, global supply chains will be AEO-certified from A to Z in the future. Rovers: “For example from the exporter in the heartland of China to the recipient here in the hinterland of Europe.”

The EU has already reached agreement on such mutual recognition with Japan and the US; talks are underway with other countries. At the European level, the focus of Dutch Customs is particularly on China in this respect.

“Our relationship with the Chinese customs administration is good. Various pilots have already been conducted on the routes between Shenzhen – Rotterdam and Shanghai – Rotterdam. We are now further expanding these. One third of the cargo flow in Rotterdam relates to China. In the future, 20

it would of course be ideal if containers were for example already inspected in Shanghai so that they could immediately be further transported upon arrival in Europe.”

Smart Seals Reliable global cargo flows can also be promoted through the use of electronic smart seals, believes Rovers.

“We try to encourage the business community to pick up this development. It helps us in the implementation of our enforcement tasks. But the decision to invest in smart seals is ultimately up to the business community. ECT is an example of a company that has clearly shown a willingness to actively participate in such a project.”

Hand in Hand with Bona Fide Companies “But no matter what, Customs will always continue carrying out inspections,” states Rovers emphatically. “It however does make quite a difference whether an inspection is targeted at the contents of a specific container or at the integrity of an entire logistics chain. The latter has a much greater impact. Another trend which we are increasingly observing is that companies pro-actively notify us of any suspect situations. That signalling function is becoming increasingly important. The cooperation between bona fide companies and Customs ultimately allows cargo to move faster through the logistics chain.”

Family Doctors and Specialists Another logistical advantage of the Netherlands is the cooperation between the various inspection services. In its

‘It would be ideal if containers were for example already inspected in Shanghai’

inspections, Customs also looks at aspects which are relevant for the Netherlands Food and Consumer Product Safety Authority (NVWA in Dutch) and the Human Environment and Transport Inspectorate (ILT in Dutch). Consequently, a container only needs to be checked once instead of by various inspectorates. The relevant government service is not called in unless an irregularity is found. Rovers: “Customs kind of works like a family doctor in that respect: we make the first diagnosis and only refer to the specialist if necessary.

In line with this approach, we are transforming the current customs inspection facility at the Maasvlakte in Rotterdam into a Central Government Inspection Centre. As a result, inspections by Customs, NVWA and ILT can be conducted in an integrated manner at a logical place in the logistics chain. Furthermore, we launched a training centre at our Maasvlakte site to school our staff in the assessment of scan images, the recognition of prepared containers with hollow compartments and such, the judgement of containers with forged seals etc. A training centre for sniffer dogs will be added to this as well. Furthermore, we are adding 65 new staff to prepare Customs in Rotterdam for the anticipated further growth in cargo flows.”

Towards 100% Paperless With very highly automated risk assessments, state-of-theart scanning equipment at or in the direct vicinity of the container terminals, separate gates for the detection of radioactivity and, since 2012, a dedicated train scan at the Maasvlakte, Dutch Customs uses as much modern technology as possible to perform its tasks. This also includes paperless communication. Rovers: “The latter is a broad ambition already issued by the European Union in 2004.

I think that by now, 98 percent of all declarations in the Netherlands are carried out electronically. One thing we still need to eliminate are the waybills which currently still often accompany the cargo. We however also depend on developments elsewhere in Europe for this. The EU may have a uniform customs policy, but the local circumstances differ. Each of the 27 Member States has its own culture, state of development of the business community and perception of how the customs administration should function. Regardless of this, we are doing everything we can to eliminate paper in the Netherlands though.”

“Our bottom line is that we want to sort the greatest effect with as little intervention as possible,” Rovers concludes.

“That means inspecting at the most logical moments and in the most advanced manner possible.”

“Ultimately, we want AEO to cover 80 to 90 percent of the total cross-border cargo flow.”

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Further Upgrade Connection Rotterdam - Venlo

Since 1 April 2013, railway company Rurtalbahn has become the new traction supplier for the Europe Gateway Services trains connecting Rotterdam with Venlo in the south eastern part of the Netherlands, close to the German border. The rail service runs between ECT’s deep-sea terminals at the Maasvlakte and the TCT Venlo inland terminal four times daily. Through its new partnership with Rurtalbahn, European Gateway Services expects to be able to offer an even more reliable and environmentally sustainable service.

The new traction supplier for the rail service between Rotterdam and Venlo was chosen via a meticulous selection.

“We took four criteria into account,” says Paul Zoeter, consultant Business Development for European Gateway Services. “The first and by far the most important was quality, the second of course costs, and in addition flexibility for our European network and sustainability.”

A Real European Gateway Services Train In May 2013 the two electric Siemens locomotives used

by Rurtalbahn to conduct trains between Rotterdam and Venlo will be completely done up in the European Gateway Services house style. Anyone travelling by car between Rotterdam and the south eastern part of the Netherlands stands a good chance of seeing these striking locomotives as they pass on the railway line flanking the motorway.

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Dedicated Shunting Loc Rurtalbahn achieves the desired flexibility by deploying a dedicated locomotive for shunting trains at the Maasvlakte in Rotterdam. This diesel locomotive can be deployed on call to move trains between the public rail yard and the ECT terminals where the containers are handled. “The shunting loc is at the exclusive disposal of European Gateway Services trains,” says Zoeter. “Alongside the four daily trains to Venlo (three from the ECT Delta Terminal and one from the Euromax Terminal Rotterdam, ed.) we can also use this loc to shunt other trains from our network at the Maasvlakte. That will further enhance the quality of our overall services provision. What’s more, we’ve also made agreements with Rurtalbahn on the flexible deployment of spot trains to incidental destinations.”

Sustainable E-locs Rurtalbahn runs the whole route from the Maasvlakte until just before the

TCT Venlo inland terminal on electric power rather than diesel, as was previously the case on this corridor.

Zoeter: “Opting for electric makes our Rotterdam - Venlo rail connection much more sustainable. Compared to diesel the added reduction in CO2 emissions amounts to 500 tonnes annually.”

Four Weekly Sailings as Well Alongside all the rail options, European Gateway Services also offers an attractive inland shipping link to TCT Venlo. Zoeter: “We’ve recently upped the number of sailings from three to four a week. Instead of a single barge for three round trips, we’re now using two barges for two round trips each. So we’re also boosting the reliability of our services provision in inland shipping. In this respect, the barge has not only proved to be an excellent option for servicing both our deep-sea terminals at the Maasvlakte, but for servicing the ECT City Terminal near the city centre of Rotterdam as well.”

Me and my vessel Captain Yan Zheng Ping is honoured to be in command on the maiden trip of the Cosco Belgium, the first in a series of eight new Ultra Large Container Ships (ULCSs) for Cosco. It’s the shipping line’s largest ship and the largest ever built in China.

According to builder Nacks, this new type of eco-designed ULCS will consume 25 percent less bunkers than previous generations.

The Captain and his Ship For twelve years, Yan Zheng Ping (1964) has already been at the helm of Cosco car carriers and container ships; the command of the flagship Cosco Belgium however is an undeniable highlight of his career. He is very pleased with the sailing qualities of the ship: “The manoeuvrability is excellent, partially due to the fact that the bridge is positioned at 142 metres from the bow.

This makes the ship optimally responsive to the helm. In addition, the Cosco Belgium boasts a very power­ ful engine that can sail effortlessly at any speed. The ship also sails much more efficiently than her predecessors.

Good for the environment.”

Fastest Terminal Rotterdam is the Cosco Belgium’s first port of call in Europe. The captain: “4000 moves in 27 hours; the Euromax Terminal Rotterdam is indubitably the fastest terminal in Europe. Also the smooth, professional cooperation of the authorities and the Dutch Pilots’ Corporation always makes it a pleasure to arrive in Rotterdam. And of course we bunker here.”

Life on Board The Cosco Belgium sails with an allChinese crew. “Never any problems with the food the cook prepares for us,” laughs the Captain. “I love my fish and rice. What makes life on board

different than before is the regular contact with family and friends through e-mail and telephone. If the need arises, Cosco allows people to return home early. We sail according to the familiar schedule: six months on, three months off.” This could mean that Captain Ping will also witness the maiden trip of one of the next ships in this ULCS series. The Cosco France will be commissioned in July 2013, the Cosco England in September and the Cosco Netherlands in December.

The remaining ships, named after respectively Spain, Italy, Portugal and Denmark, will follow in 2014.

Watch the Video!

See more of the Cosco Belgium on the free Fast Forward app which you can download in both the Apple App Store and Google Play Market.

About the Cosco Belgium The Cosco Belgium was built in Nantung, China at the Nacks shipyard and is the first in a series of eight new Ultra Large Container Ships for Cosco.

Length 366 metres width 51 m (20 rows of containers on deck) Draught 15.5 m TEU capacity 13,386 Reefer Plugs 1008 Crew 27 (all-Chinese)

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New Interactive Website European Gateway Services The website of European Gateway Services has been fully renewed. Take a look for yourself and surf next to www.europeangatewayservices.com.

With the transport planner you can easily select your best available options for reliable and sustainable transport between ECT’s deep-sea terminals and any given destination in the European hinterland. Next, you can right away submit a booking request.

All the information on the participating inland terminals, rail and barge connections and additional (customs) services.

An interactive map of Europe shows you the entire network of European Gateway Services at one glance. You can next select your best transport options through various filters.