0457 1096 fast forward 57 summer 2013 8

Summer-autumn 2 0 1 3 ISSUE

57

ShoreTension Safe and Easy

Cost Benefits to Southern Germany Widening of

Amazonehaven

CONTENTS

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

8-11

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 deepsea 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 deepsea 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,

12-13

Nautically Available

14-15

‘We Never disappoint our Customers’

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

In 2012, the HPH Group handled a combined

From the end of October 2013, particularly Ultra Large Container Ships on the south side of the ECT Delta Terminal will benefit from a widened entrance to the Amazonehaven port basin.

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

18-19

On the 1st of September 2013, Nederlands ­Loods­wezen (Dutch Pilotage Organisation) marked its 25th anniversary as an independent organisation separate from the government. According to national chairman Eric van Dijk, a lot of positive developments have transpired over the last quarter century.

Drewry study: Cost Benefits of Rotterdam - Southern Germany routings ECT has commissioned world-renowned Drewry Supply Chain Advisors to conduct an independent study into the benefits of using European Gateway Services on the route between Rotterdam and southern Germany.

2

summer - autumn 2013 COLUMN

A Solid Foundation Worldwide Mooring Solution!

The device has already been success­ fully used at quays in various ports: the ShoreTension. The invention of the Rotterdam-based Royal Boatmen’s Association Eendracht allows for vessels to be tightly and reliably moored alongside the quay in all weathers. This yields substantial advantages for both safety and operations. A joint venture named ShoreTension Holding aims to make the device a worldwide success. The potential applications are countless - and not just in the container sector.

4-6 7

News People make the Difference

16-17

ECT receives Lean and Green Star

20-21

Extended Gate really stands out

22

High-level Transport Planning

23

Me and My Vessel

24

BEHIND THE SCENES: DELTA REEFER CARE

Ever since 1966, ECT has been the pioneer in container handling. The ECT Delta Terminal was the world’s very first automated terminal, the Euromax Terminal Rotterdam is currently the most advanced and sustainable terminal in operation. Of course new competitors will enter the market next year, but we are not standing still either. ECT unabatedly continues to innovate and invest in a constantly better product.

A good example is the new type of AGV developed by manufacturer VDL in conjunction with us. These vehicles combine advanced hybrid technology - which makes them considerably more environment-friendly than previous generations - with a better performance. We have full confidence in the hybrid AGV. So much so, in fact, that we have expanded our initial order this spring for 22 vehicles with a follow-up order for an additional 63 AGVs, all intended for the ECT Delta Terminal. Together with the largest quay cranes and new ASCs that will soon be commissioned, the ECT Delta Terminal is ready for the future. And more improvements will definitely follow.

Our innovativeness also becomes apparent in a completely different area: the worldwide exploitation of the ShoreTension through a new joint venture in which we are participating. The ShoreTension is a device which was created and developed by the Royal Boatmen’s Association Eendracht and which allows for a ship to be moored alongside the quay far more reliably and sturdily.

As a result, port safety is improved and ships can be handled more efficiently in adverse weather conditions or high swell. Of course, we will be deploying the ShoreTensions at our own terminals. The application possibilities however far exceed the container sector and offer opportunities in ports all over the world. The joint venture therefore focuses on global exploitation, constituting a new business activity for us.

All of our investments in our own deepsea terminals, in new developments such as the ShoreTension and of course European Gateway Services provide us with a solid basis for offering our customers optimum services in the future.

The Lean and Green Star which we were recently awarded for demonstrable CO2 reduction confirms that we are also leading the way in terms of ­sustainability. A field in which we of course want to continuously achieve further improvement as well. We want to leave our children and grandchildren a healthy Earth.

Automation, new equipment, sustainability… all are extremely important.

Ultimately though, it is our staff who make the real difference. They are at the heart of each improvement and innovation. With that, they constitute our most important asset for continuously improving the quality of our service provision.

Today 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

Paperless Transport between Rotterdam and Willebroek Containers arriving at ECT in Rotterdam by deepsea vessel can now directly be moved to the inland terminal TCT Belgium in Willebroek without customs documents.

Thanks to a cross-border customs authori­ sation issued to ECT, subsidiary European Gateway Services can immediately further transport the cargo by barge upon discharging.

It is not until the container leaves the terminal at TCT Belgium that the customs formalities need to be arranged. Martine Hiel, Managing Director of TCT Belgium: “The large number of Asia-services and the fact that Rotterdam is often the first port of call in Europe makes the port of Rotterdam an attractive option for many companies in the Willebroek region.

The cross-border customs authorisation makes the route Rotterdam - Willebroek even easier.

Customers no longer need to wait for customs clearance in Rotterdam. Containers can immediately be put aboard the daily barge shuttle.”

The cross-border customs license in question is a so-called Customs bonded warehouse type C license. The Customs authorities of both Belgium and the Netherlands have given permission to extend the license originally issued to TCT Venlo to also include the TCT Belgium terminal as of the 15th of July 2013.

Earlier, the terminal DeCeTe Duisburg in Germany was already added to this license.

One Millionth Truck at Euromax Terminal In September 2013, the Euromax Terminal Rotterdam handled the one millionth truck. Combined, these trucks have delivered and collected approximately 1.3 million containers.

4

This was particularly done for the shipping lines Cosco, “K” Line, Yang Ming and Hanjin, which together form CKYH - The Green Alliance. ECT President Jan Westerhoud: “In cooperation with CKYH - The Green Alliance, the Euromax Terminal Rotterdam is developing favourably. The handling of the one millionth truck is a milestone to be proud of. We make every effort to always optimally serve the road transport sector.”

At the Euromax Terminal Rotterdam, truck drivers whose visit has been properly ­electronically pre-notified by their companies can simply remain in their cabins when entering and leaving the terminal. At the terminal, the discharging and loading next takes place almost fully automated. Only for the last metre between container and chassis does a human briefly take over ­control from the office building. Using a joystick and cameras, the crane is accurately positioned above the truck up to the millimetre.

New Version of E-Gate App displays Container Status at Inland Terminals

Faster Veterinary Inspections

The existing E-Gate App will be upgraded in early September 2013 to include status information on containers at the inland terminals TCT Venlo, MCT Moerdijk, TCT Belgium and DeCeTe Duisburg.

By simply entering the container number on your smart phone you will be able to see in real time whether your container is present at the inland terminal of your choice or not. What’s more, the new E-Gate App gives you access to the operational service updates of ECT’s terminals and the latest news about current developments ­concerning European Gateway Services.

The E-Gate App was originally introduced in late 2012 and since then offers customers the opportunity to use their smart phone to access real-time information on containers and deepsea vessels, feeders, barges and trains on ECT’s deepsea terminals in Rotterdam. New track & trace options within the European Gateway Services network will continuously be added.

The new E-Gate App is compatible with Apple and Android and can be downloaded free of charge from the Apple App Store and Google Play Market.

Containers with veterinary cargo are being moved through the port of Rotterdam faster since Customs, the Netherlands Food and Consumer Product Safety Authority NVWA and the business sector signed a joint ­service level agreement this spring. Central to the agreement is a reliable duration for documents checks and the introduction of a maximum norm. Bas Janssen, acting director of the port and industries’ association Deltalinqs: “This cooperation between public and private parties is unique and a major contribution to a more efficient and faster logistics in the port of Rotterdam.” In the service level agreement, companies pledge to present the required control data on time.

Customs and NVWA have guaranteed the deployment of sufficient manpower, ­adherence to fixed turnaround times and notifying companies in the event of ­deviations from the norm. Says Marty van Pelt, manager of the Netherlands Association for Forwarding and Logistics FENEX: “Document checks are one of the first steps in the import process and determine the planning further down the line.

The service level agreement ensures that the logistics of veterinary goods within the port has become predictable and proceeds without unnecessary delays.”

Fast Forward App incorporates Many Extras This edition of Fast Forward is also available for you to view as an app with many extras. Among the features on offer in the new app edition you’ll find videos on the ShoreTension, barge Semper Fi, the widening of the Amazonehaven port basin and more.

Haven’t got the Fast Forward App on your tablet yet?

You can download it free of charge via the Apple App Store or via the Google Play Market.

5

NEWS

Real-time Status Information also Available via European Gateway Services Website Simultaneous with the new release of the E-Gate App, the European Gateway Services website will be upgraded in early September 2013 to include real-time information on the status of containers (by entering the container number) and modalities (by entering at least the first three letters of the name of a deepsea vessel, feeder, barge or train) at ECT’s deepsea terminals.

What’s more, customers can also track the status of their containers at the inland terminals TCT Venlo, MCT Moerdijk, TCT Belgium and DeCeTe Duisburg. All this status information can be accessed via www.europeangatewayservices.com.

Austria now also connected through European Gateway Services European Gateway Services now also allows to efficiently arrange container transport to and from Tyrol and Salzburg in Austria.

To this extent, cargo travels aboard European Gateway Services’ own Munich train which directly connects Rotterdam and the Bavarian capital three times a week. From Munich, containers can next be moved to and from for example Salzburg or Innsbruck by truck in 1.5 hours.

Quieter Trains between Rotterdam and Venlo

Stay Up to Date with the European Gateway Services Newsletter European Gateway Services regularly publishes a digital newsletter with the latest information on and about the services in its European network.

Want to receive the newsletter too? Register now via the website www.europeangatewayservices.com.

All the wagons of the trains of Rurtalbahn which maintain the connection between Rotterdam and the inland terminal TCT Venlo for European Gateway Services have now been fitted with synthetic instead of iron brake blocks. As a result, the wagon wheels stay smoother, thus reducing the noise. Moreover, squeaky brake noises are substantially reduced. In this way, the synthetic break blocks yield a noise reduction of 7 to 8 decibels. In practice, this feels like the sound is halved. Rurtalbahn operates four trains daily from Rotterdam to Venlo and vice versa.

New Order for 63 Additional Hybrid AGVs ECT has expanded its previous order with manufacturer VDL for 22 hybrid Automated Guided Vehicles (AGVs) with 63 additional vehicles. All 85 of these hybrid AGVs will serve at the ECT Delta Terminal and replace vehicles of the first generation. In the hybrid AGV, a small diesel engine powers a generator which in turn feeds the electric motors.

When peak output is needed, ultra caps - a kind of super batteries - ensure extra power.

The hybrid AGVs are more energy efficient and have less CO2 and noise emissions.

The first two hybrid AGVs from the series of 85 are expected at ECT at the end of October 2013.

6

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.

Ton van Merode (55) has been working at ECT since 1980 and is currently supervisor at ECT’s operational European Gateway Services department.

Raymon van Bokkem (33) has been part of ECT since 2001 and works at European Gateway Services as intermodal planner.

‘We’re happy to go that extra mile’ What do you have to offer companies?

TON “Via our department companies can book their containers on the inter­ modal rail and barge connections of European Gateway Services to and from a wide range of inland terminals in the European hinterland and even to the final destination. We offer a one-stop shop for multiple destinations and the customer receives a single bill.”

RAYMON “With our team we aim to offer each customer the best possible transport solution. As part of this we’ve started a pilot since September 1 this year with extended opening times on weekdays, from 7.15 am to 11.30 pm.”

Why should companies opt for European Gateway Services in particular?

TON “Our intermodal planners always seek out the most efficient and attractive hinterland routes for the customer. If desired we can also offer him full service, including paperless transport and just-in-time delivery to his warehouse.”

RAYMON “One of our distinguishing features is reliability. Customers who book with us can be assured that the containers arrive at their destination in the European hinterland at the stipulated time. We’re good at putting heads together with our customers and we’re happy to go that extra mile for them. We see each transport requirement as a challenge.”

Can you give an example of your added value?

TON “A major forwarder was experiencing problems with the validity of customs documents for his cargo flow to Venlo. We advised him to use our Paperless Service. That way the containers travel on our customs license to TCT Venlo by train or barge.

It’s only there that the forwarder has to complete customs formalities.

He no longer has to deal with customs documents in Rotterdam.”

RAYMON “We also have a customer who used to transport multiple containers to Moerdijk on a single

customs document. If one or more of the containers were unavailable for transport, a whole new document was required. European Gateway Services offered him the solution of paperless transport. I think that we also demonstrate our added value by doing everything in our power to ensure cargoes always reach their destination on time, even in the event of unforeseen delays within the network.”

‘One of our distinguishing features is reliability’ What do you see happening in the future?

TON We want to make transport into the European hinterland as easy as possible. In the near future, for example, customers will be able to book with us direct via the website.”

RAYMON “European Gateway Services is expanding steadily. New destinations are constantly being added.”

7

Worldwide Mooring Solution!

The device has already been successfully used at quays in various ports: the ShoreTension. The invention of the Rotterdam-based Royal Boatmen’s Association Eendracht (KRVE) allows for vessels to be tightly and reliably moored alongside the quay in all weathers. This yields substantial advantages for both safety and operations. A joint venture named ShoreTension Holding aims to make the device a worldwide success. The potential applications are countless - and not just in the container sector.

8

“The ShoreTension (see box at page 11 for explanation, ed) has unprecedented application possibilities which far exceed just container vessels.” KRVE board members Erik de Neef and Gerrit van der Burg are clearly enthusiastic about their own invention. On a screen, they show several situations in which the ShoreTensions have already proven their value.

In the ports of Sines (Portugal), Ferrol (Spain) and Cotonou (Benin), for example, but also closer to home in Bremerhaven and of course Rotterdam. Van der Burg: “The port of Sines is affected by a long swell from the Atlantic which impacts handling operations. Moored vessels encounter considerable movement. The ShoreTensions absorb these movements and ensure that ships remain fixed to the quay with far greater stability. This greatly boosts productivity.” Another example is the recent visit of the FPSO Gryphon A (a gigantic ship for the production and storage of crude oil) to Rotterdam for major maintenance. For five weeks, the ShoreTensions demonstrated their added value here by keeping the ship tightly moored alongside the quay with great stability.

Cooperation in Joint Venture “The ShoreTension has a huge potential in many sectors: bulk, offshore, containers, etc,” agrees ECT’s director Leo Ruijs on the broad market potential for the ShoreTension. Together with co-director Jasper Hooykaas, Ruijs was involved in the procurement of a 50-percent participation of ECT in ShoreTension Holding BV which will globally exploit the device. “We see many opportunities for the ShoreTension.

What’s more, our participation fits in perfectly with ECT’s constant pursuit of innovation.” The other 50 percent in the joint venture is owned by All-round Port Services, an investment company of Stichting Pensioenfonds voor Roeiers, the pension fund for boatmen in Rotterdam’s port area.

In Combination with Special Mooring Lines A ShoreTension has a safe working load of 150 metric tonnes. The device is therefore deployed in conjunction with special, high-quality mooring lines with a breaking strength of 200 tonnes. For this, ShoreTension Holding cooperates with wholesaler Hoenderop, mooring line manufacturer Geo Gleistein & Son and DSM Dyneema, the manufacturer of so-called UHMWPE fibre branded as Dyneema®. Mooring lines made with Dyneema® are exceptionally strong and light. They have the same strength and diameter as a steel line, but will weigh only one-eighth. Marc Eijssen, Senior Application Manager at DSM Dyneema: “In cooperation between the four parties, a mooring line has been developed which has been optimally geared to and specifically meets the requirements of the ShoreTension regarding strength and stiffness. What’s more, it is fitted with a so-called Snake Skin Cover to protect the line against abrasion.”

9

From left to right Leo Ruijs, Gerrit van der Burg, Jasper Hooykaas and Erik de Neef: “The deployment of ShoreTensions makes handling operations safer, more efficient and faster.”

Van der Burg: “As boatmen, we were looking for a strong partner to further spread our wings internationally.

Preferably one which is also familiar with Rotterdam, which is why ECT was a perfect match.” Van der Burg elaborates on the many applications for the ShoreTension. “Take Africa, for example; the device could perfectly be used at terminals which are being developed more offshore. Large market parties need handling facilities which are not present in the local ports there.” De Neef adds: “We have also only just began to scratch the surface as regards the potential application possibilities of ShoreTensions for so-called ship-to-ship operations at sea and in ports. The devices can provide perfect solutions to many bottlenecks.”

From First Test to Structural Use The relationship between ECT and the boatmen has already been excellent for a long time: there is a great degree of contact between the two and the boatmen of course moor and unmoor each sea-going vessel calling at ECT. When the boatmen wanted to test their first prototype of the ShoreTension in practice in 2009, ECT was therefore more than willing to cooperate. The first use of the device involved the stable mooring of a damaged vessel at the ECT Delta Terminal. After that, the ShoreTension was gradually used on a more structural basis. Especially at the ECT Delta Dedicated North Terminal, the ShoreTensions have already kept several vessels of MSC tightly moored to the quay in strong winds. Generally speaking, two ShoreTensions are required for ships up to 300 metres and four for longer vessels. Besides safety, the ShoreTensions also offer various operational benefits. Hooykaas: “If a ship is firmly moored

Participant in International Research Projects Over the course of three years, 26 different participants - including (port) authorities, terminal operators (ECT), vessel operators, pilots, boatmen, suppliers, consulting firms and research institutes - investigated the effects of a passing ship’s wash on moored vessels and what can be done in terms of port design to mitigate that.

The use of ShoreTensions has been an integral part of this so-called ROPES project, which will be completed at the end of 2013. What’s more, the ShoreTensions will be included in a new joint industrial project which will commence in the second half of 2013. This time, the research focuses on improving the safety of mooring large cargo ships off the coast of West Africa.

The combination of heavy ocean swell, squalls and shallow coastlines here can create unpredictable conditions.

The results of the new three-year research project aim to provide new mooring guidelines and systems which will improve offshore transhipment.

at the quay, our cranes are much better able to continue operating, also near the bridge. The movement of the ship always brings an additional risk there. The ShoreTensions significantly reduce this.” And there is another advantage.

“The ShoreTensions make it possible to moor a ship in such a manner that the hawsers are positioned almost perpen­ dicular to the quay. This can just make the difference whether an additional barge, feeder or an extra deepsea

“We are proud of the ShoreTension System, an invention that is truly from Rotterdam. The Port of Rotterdam Authority supports its broad implementation.”

René de Vries, Harbour Master of Rotterdam

10

vessel can be moored. The handling capacity of the terminal is vastly increased as a result,” says Hooykaas.

ShoreTensions prove themselves in Offshore

Four Own ShoreTensions

One of the satisfied customers of ShoreTensions is the company Dutch Offshore Contractors. Manager Operations Dave Hangoor explains: “Recently, we were requested to move the oil rig Prime Exerter from Rotterdam to the Caspian Sea. En route, the locks in the Volga-Don Canal however only allow for a maximum width of 16.5 metres; the rig was therefore dismantled in Rotterdam and cut into transportable pieces. We did this in close cooperation with Keppel Verolme and using a giant crane of Mammoet as well as the sheerleg Matador. The entire rig was first ­positioned on three seaworthy pontoons. We next used the ShoreTensions to stabilise these pontoons.

The ShoreTensions did this for four weeks, allowing the hook crane to always be positioned straight above the project unaffected by tides and wave motions. This ­definitely saved a lot of time. We were able to continue working much better than if we had only relied on mooring lines. The hull of the Prime Exerter has by now arrived in Baku on the Caspian Sea, where it is being reassembled again. For us, it was the second time we used ShoreTensions and we will certainly do this again.”

Until now, the ShoreTensions used at the ECT Delta Terminal have been on loan from the boatmen. ECT has however decided to purchase four devices itself. As in the present situation, these will be deployed at the ECT Delta Dedicated North Terminal; in the future, the ShoreTensions will also be used at the Euromax Terminal Rotterdam. Being the terminal closest to the port entrance and thus optimally located for visiting vessels, the Euromax Terminal Rotterdam will be confronted with passing shipping traffic once the new Maasvlakte 2 port area is commissioned. The ShoreTensions neutralise the movements this causes to moored vessels; as a result, the quay cranes can continue their operations unhampered.

The Rest of the World The joint venture aims to market a multitude of ShoreTensions throughout the world. Hooykaas: “Storms happen everywhere. Long swell frequently occurs on the entire Southern Hemisphere. The deployment of ShoreTensions makes handling operations safer, more efficient and faster. Not only in ports, but also regarding ship-to-ship operations.” The ShoreTension will be priced at approximately 150,000 euros. Ruijs: “That’s without the input of the boatmen’s expertise. Each usage of ShoreTensions must be customised. After all, no two ports and terminals are the same. This makes it necessary for the boatmen to optimally fine-tune the ShoreTensions on location and train local staff. The costs of a ShoreTension by the way are completely offset by the efficiency gains which can be achieved or the reduced likelihood of damage to ships, cargo or port infrastructure.”

Watch the Video!

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

From Idea to Practice The ShoreTension was conceived and developed by Rotterdam’s boatmen after the CMA CGM Claudel broke free of its moorings at the ECT Delta Dedicated North Terminal in high winds in 2007. In response, the Port of Rotterdam Authority requested the boatmen to think about a solution for preventing similar situations in the future. The solution they came up with is the ShoreTension. This cylindricalshaped device can be used on any quay.

Without external energy - and there­ fore CO2 neutral - the ShoreTensions

exercise the same, constant pressure on the mooring lines of a ship. And exactly this is crucial for safely and steadily mooring vessels. Ship movements are caused by the fact that mooring lines are exposed to different tensions. This causes tremendous forces which can ultimately even lead to mooring lines snapping.

in mind, it also proves valuable for more efficient operations. As ships are moored to the quay tightly, cranes are better able to continue operations etc. Moreover, the ShoreTensions do not only prevent ship movement due to high winds, but also because of passing shipping traffic, strong currents and long and/or high swell.

Safe and Efficient

All details on the ShoreTension are available on the website www.shoretension.com.

Whereas the ShoreTension was originally developed with safety

11

Nautically Available

From the end of October 2013, particularly Ultra Large Container Ships (ULCSs) on the south side of the ECT Delta Terminal will benefit from a widened entrance to the Amazonehaven port basin. “Nautically available,” is how René Roels describes this milestone. On behalf of the contractors Van Oord and Besix, he bears on-site responsibility for the project. Following on the entrance, the entire 2400-metre long Amazonehaven will have been widened by 55 metres by the end of March 2014.

12

The project for the widening of the Amazonehaven is a typical result of the vast increase in containerisation and accompanying scaling-up which has occurred over the last decades. It is only 25 years ago that a quay wall of 900 metres was constructed for the coal and ore terminal of EMO opposite the south side of the ECT Delta Terminal.

At the time, the ECT Delta Dedicated East Terminal and ECT Delta Dedicated West Terminal had not even been constructed. Back then, no one could possibly conceive that nowadays container ships of 14,000 TEU and up are becoming an increasingly more common sight here. In principle, all ULCSs are now already perfectly capable of entering the Amazonehaven free of draught-related limitations. With more as well as increasingly larger ULCSs being delivered from the ship yards however action is required to safeguard this accessibility in the future.

Together with the Port of Rotterdam Authority and with the cooperation of neighbour EMO, the decision was therefore made to widen the port basin across its entire length of 2400 metres from 255 metres to 310 metres.

Most challenging - and most important in terms of accessibility is the Amazonehaven’s entrance

tested this at a quarry in the Belgian Ardennes.” This test demonstrated that the conceived approach was more than feasible. About 10,000 holes were next drilled under water in the quay floor at the Amazonehaven, each of which was fitted with 2.5 to 5 kilos of explosives. Every 24 hours at high water, a section of the floor was detonated in this way, with a daily record of 294 holes. To prevent vibration as much as possible, a delay of 25 milli­seconds was applied between each detonation. Above the water, this creates the effect of rolling thunder. Section by section, the entire quay floor has now been cleared in this manner.

Fully widened by March 2014 Altogether, the demolition of the quay wall yielded 125,000 tonnes of concrete and 15,000 tonnes of steel. All this material will be reused as much as possible. In addition, some 1 million cubic metres of sand needed to be excavated from the zone in front of the quay wall and an additional 2 million cubic metres further down in the Amazonehaven. Work which is currently still in full swing. Roels: “Starting from the entrance, the first 400 metres of the widened, Amazonehaven will become nautically available from the end of October 2013.

The remaining metres will follow after that in consecutive phases.” The entire project for the widening of the 2400 metres long Amazonehaven will have been completed by the end of March 2014.

ECT Operations continued 24/7 Not an Easy Task To accomplish the widening, a new, earth-retaining quay wall was first constructed 55 metres inland on the EMO terminal. As the work progressed, a start was gradually also made with the excavation of the 55 metres of land in front of that new quay wall, including the removal of all old quay walls and other maritime protection constructions.

Most challenging - and most important in terms of accessibility - is the Amazonehaven’s entrance. This is where ships make their turn. But also exactly where EMO’s original quay wall was located. René Roels: “A sea quay is actually built for eternity. This is the first time that a construction of this kind has been demolished in the Netherlands.” All in all, not an easy task. For this reason, the Port of Rotterdam Authority separately put out a design & construct tender for the Amazonehaven’s first 900 metres.

This was ultimately awarded to the consortium Besix - Van Oord. The widening of the remaining 1500 metres of the Amazonehaven was arranged in a different contract with Besix building the quay wall and dredging works via the consortium Boskalis-Van Oord.

Roels: “The construction of the quay wall slated for demolition was 41 metres high in total, with an additional complicating factor being that concrete tends to harden over the years.”

The biggest challenge was the removal of the quay floor: 18 metres wide, between 1.5 to 3 metres thick and situated 3 to 6 meters below sea level. “Following extensive research and consultation at the local level as well as consultation with the competent authorities, we ultimately decided to use explosives,” explains Roels. “We first extensively

The south side of the ECT Delta Terminal is optimally prepared for the fast and efficient handling of various ULCSs at the same time.

One of the major preconditions in the entire project is that the operations at the ECT Delta Terminal can continue unhampered 24/7. This aim has been successfully met so far, concludes Roels. “Our working area is limited to 50 metres from the shore opposite ECT. Challenging, but sufficient.

We have continuously consulted with ECT. Beforehand, but for example also when the plans for using explosives first started to arise. Needless to say we carefully monitor the vibrations. This by the way is not the only environmental factor we need to take into account. There is EMO of course, but some other companies as well. And there is a 380 kV power cable running right by our work site.”

Ready for the Future With the broader entrance from late October 2013 and the subsequent widening of the entire Amazonehaven, ECT will mark yet another important milestone. Combined with the expected arrival of a lot of new equipment - including the largest quay cranes - the south side of the ECT Delta Terminal is optimally prepared for the fast and efficient handling of various ULCSs at the same time; irrespective of whether these vessels have a capacity of 14,000 TEU, 16,000 TEU, 18,000 TEU or even larger. Together with the MARIN research institute, the Port of Rotterdam Authority and the pilots this has been extensively tested and simulated.

Watch the Video!

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

The port basin will be widened across its entire length from 255 metres to 310 metres 13

‘We Never disappoint our Customers’ On the 1st of September 2013, Nederlands Loodswezen (Dutch Pilotage Organisation) marked its 25th anniversary as an independent organisation separate from the government.

According to national chairman Eric van Dijk, a lot of positive developments have transpired over the last quarter century.

“Under the precondition of safety, we never decline a customer request to bring in a ship, regardless of the weather.”

“Only last week, I accompanied a 225-metre long ship from the North Sea into the port of Rotterdam. Navigating the bend at the Waalhaven to next moor in reverse. Wonderful work!” Despite his busy administrative duties, chairman Eric van Dijk would not want to miss working as an actual pilot. “I always try to reserve one day a week for this.”

His enthusiasm is characteristic of the work ethic of the entire Dutch pilotage organisation; the rendering of service to vessels takes centre stage. It is a mind-set that is strongly connected with the government policy-related privatisation which was achieved in 1988. Van Dijk: “Loodswezen is one of the few examples of a successful privatisation effort in the Netherlands. Our separation from the government has yielded many benefits. Since 1988, our operations have become increasingly more efficient and customer-oriented.

And without disproportionally increasing our fees.

We have always remained within or below the allowed index-linking.”

‘Our expertise as pilots will always remain necessary’ Smooth and Safe “Our mission is to smoothly and safely guide every ship into and out of the Dutch ports,” continues Van Dijk. “In 2012, our 450 pilots did this approximately 85,000 times.

And like previous years, no ship has needed to wait on a pilot. Unless operations could of course not be continued due to safety concerns. But we are by no means the link which causes the logistics chain to grind to a halt. We do however bear in mind our surroundings and the interests of residents, the environment etc. Our profession has an explicit public component.”

14

In the logistics chain, there is a clear trend toward more and better cooperation. The pilots therefore frequently consult with all relevant parties - including terminal operators such as ECT. “Take the exchange of vessels alongside the quay: one ship departs, the next immediately takes its place. This can offer important added value for ECT. But it does require good coordination. Everything in the supply chain depends on data exchange, also in a broader sense. We for example gladly share our nautical know-how for new port develop­ ments, both in the Netherlands and elsewhere in the world.”

Wind Force 10 A smooth sea, a pleasant sun and beautiful Dutch skies: many associate this romantic image with the work of a pilot.

In reality, working conditions can however be extremely tough. Van Dijk: “We are also on-call in wind force ten.

Believe me, when a helicopter puts you on board a ship at full sea in those conditions you will know it; exciting for sure.” Dutch pilots are therefore explicitly selected and trained to act correctly in all circumstances. After graduating from maritime college, they must all gain substantial experience as a mate or master at sea. More than one year of additional training at higher vocational level is next required before anyone actually becomes a pilot. “Of course, a beginning pilot starts out on the smallest vessels. Over the course of ten years, they can next move on to the largest giants.” In addition, there are separate specialisations such as piloting the deepest-draught vessels which navigate the Eurogeul channel in Rotterdam. “Additional simulation trainings are for example also staged in Rotterdam for the accompaniment of container vessels of 300 metres, 350 metres, 375 metres and 400 metres,” says the foreman of the pilots. “By the way, everything is relative. Guiding a 100-metre long ship into a narrow port basin near the city is every bit as challenging as helping a 400-metre long container ship to moor at ECT. This is what makes our profession so wonderful and varied. It is paramount for

Eric van Dijk: “Since 1988, our operations have become increasingly more efficient and customer-oriented.”

a pilot to be alert at all times. The moment you climb that pilot ladder, it’s up to you together with the bridge team to get the job done.”

off the coast of Rotterdam. The other two vessels will be commissioned in respectively September 2013 and September 2014.”

Even Better Accessible

The pilots are looking to the more distant future as well.

Van Dijk: “It is commonly expected that cars will be capable of automatic driving in the future. Will the same be the case for ships? We do not know. The sea-going ships that are currently being built will last for approximately twenty years and are not ready for this. But developments never stop. Who had heard of a bow thruster 25 years ago?

Combined with the stern thruster, this has drastically increased the manoeuvrability of a ship. Providing there are no heavy winds or storms, that is. Additional measures and our expertise as pilots will always remain necessary.

After all, each situation on the water is different.”

With the future in mind, the pilots are currently substantially investing in new equipment. The construction of three pilot vessels and a number of tenders requires an investment of 110 million euros. Especially the replacement of the pilot vessels from which pilots are taken to and from sea-going vessels off the Dutch coast 24/7 is unique. Van Dijk: “Such replacements are only made once every thirty years. The ships are specifically tailored to our needs. The design is such that they can continue operating in significantly higher wave heights than before. As a result, the Dutch ports are even better accessible in bad weather. The first new pilot vessel - the Polaris - is now already proving this in practice

15

Sustainable Star Quest Since May 2013, ECT is one of 31 companies in the Netherlands with a Lean and Green Star for demonstrably reducing CO2 emissions by more than twenty percent within five years. For Director Technology and Engineering Jan Waas this first Lean and Green Star is just the beginning though: “For 2018, ECT is striving for an additional CO2 reduction of twenty percent. Attention for sustainability is an integral part of our service provision.”

“The efforts for

Hundreds of companies in the Netherlands are already participating in the Lean and Green programme, developed by the independent public-private network ‘Connekt’ to promote sustainability in the logistics sector. Participants include transport companies, logistics service providers and inland terminals, but also various large shippers such as Bavaria, Coca Cola, Heineken, Mars, Rockwool, etc.

At present, 319 companies have been awarded the so-called Lean and Green Award. Through a plan of action, winners of this award vow to reduce their CO2 emission by at least twenty percent over a five-year period whilst at the same time boosting their own efficiency. For participation, commitment is definitely a prerequisite. Before an award is presented, the independent research organisation TNO critically assesses the feasibility of each plan.

From Award to Star ECT was awarded the Lean and Green Award in November 2010. Now, not even three years later, the proposed CO2 reduction of twenty percent has already been achieved.

Along with 30 other trailblazing companies in the 16

Netherlands, ECT therefore is the proud recipient of a first Lean and Green Star. The CO2 reduction was mainly achieved through the implementation of smart measures targeting equipment, so says Director Jan Waas. A start/stop system on the Automated Guided Vehicles (AGVs), the use of variable revs on both AGVs and straddle carriers, lights which automatically switch off when idle, the introduction of LED lighting and more. “We have made tremendous progress.

The efforts for CO2 reduction fit in perfectly with ECT’s constant pursuit of innovation. What’s more, the issue of sustainability is truly alive within the company. Initially there was some scepticism as to which improvements could possibly still be achieved. But there is always room for improvement. In the meantime, saving energy and reducing CO2 have become integral parts of our daily operations and people within the organisation also continuously present new ideas and initiatives.”

Open to New Developments Waas is clear: ECT will now start working towards a second Lean and Green Star. The aim is to reduce CO2 emissions by

CO2 reduction fit in perfectly with ECT’s constant pursuit of innovation.”

another twenty percent in 2018. The potential is definitely there. “A lot of new equipment will be delivered to us in the coming period. The hybrid AGVs which will be commissioned in phases at the ECT Delta Terminal from late 2013 are substantially cleaner than the current vehicles. But all other new equipment will also be fully tweaked for minimal energy consumption and CO2 emission before we take them into operation.” For the future, ECT is furthermore examining alternative energy sources such as the use of wind turbines, fuel cells and induction-based powering. Waas: “ECT is always open to new developments. With new technologies on the horizon, it for example might be possible for us in the future to equip the AGVs with once again substantially smaller engines, thus further reducing fuel consumption and CO2 emissions.”

Also in Germany In the meantime, the Lean and Green programme of Connekt is unabatedly continuing to expand its scope. After the success in the Netherlands, the programme has now also been introduced in Belgium and Italy through sister

‘The issue of sustainability is truly alive within the company. There is always room for improvement’

organisations. Germany will be added to the fold in September 2013. But new developments are occurring in the Netherlands as well. Through Lean and Green Barge, shippers are encouraged to consolidate their container flows and transport them together by water rather than by road. The Personal Mobility Award aims to stimulate companies to make their employee mobility more sustainable.

As the second-largest provider of collective bus transport in the Netherlands, ECT is of course also fully in the running for this new Lean and Green development.

17

Drewry Study: Cost Benefits of Rotterdam Southern Germany routings European Gateway Services offers customers competitive services to southern Germany.

For their highly comprehensive study, Drewry compared the routes from Asia (Shanghai, Singapore) via Rotterdam and the North German ports to five different inland destinations: Munich, Leipzig and Frankfurt in Germany, Vienna in Austria and Basel in Switzerland. The study focused on six different cargo types, each of which have their own specific characteristics: fashion accessories, apparel, furnishings, electronics, toys and organic chemicals.

Drewry’s Senior Advisor David Charlesworth: “In our in-depth and independent analysis we have taken into account all relevant transport modes: ocean services, rail,

Satisfied with Outcome Drewry Study “The findings of the Drewry study are promising,” says Paul Ham, General Manager Business Development at ECT. “We believe Rotterdam has an advantage for large parts of Germany; for southern Germany and Austria we can more than match the North German ports. The Drewry study shows that on the routes to, for example, Munich and Vienna, Rotterdam is definitely competitive. Our European Gateway Services network furthermore allows us to offer customers a guaranteed hinterland product with currently three direct rail shuttles to southern Germany a week. And we will definitely increase frequencies to keep up with growing volumes. Companies with cargo to and from southern Germany or Austria therefore have ample reason to seriously consider Rotterdam for both inbound and outbound volumes!”

18

barge and road connections, as well as supply chain factors like inventory and safety stock plus customs-related issues such as VAT payment.”

Cost Benefits The Drewry study divided the costs on the various defined routes into four different supply chain factors (see chart with the example of a 40-foot container with fashion goods).

Charlesworth: “Interestingly the study shows the importance of looking beyond pure logistics transport costs when assessing routings. Dependent on customers’ specific arrangements for VAT payment and fiscal representation, a large driver of cost differences is related to the ability to defer VAT payments in the Netherlands. In Germany, a fiscal representative will have to pay VAT within fourteen days of arrival in the port and is refunded later. As VAT typically involves large amounts, this potentially has a significant impact on a company’s cash flow. Together with the interest costs this makes a serious difference. Fiscal efficiency in routing is therefore highly important for imports, although it is strongly dependent on the precise arrangements of each customer.”

Elsewhere in logistics costs, the differences in port terminal handling charges are in favour of Rotterdam. The study also reveals that the actual charge for an intermodal move varies

ECT is bringing the attractiveness of using European Gateway Services on the route between Rotterdam and southern Germany to the attention of potential customers in various ways. This goes beyond just fine words. World-renowned Drewry Supply Chain Advisors has been commissioned to conduct an independent study to check the benefits of routing via Rotterdam compared with the North German ports on a total supply chain basis.

significantly between intermediaries and direct operators.

Whilst the average costs were broadly similar dependent on distance, there were large variations around these averages.

involves relatively marginal amounts. For high-value cargoes or just-in-time production processes, transit times however become a greater factor of importance again.”

Whilst Drewry points out that every supply chain is unique to its owner, their overall research conclusions are clear.

“When considering the entire supply chain, Rotterdam can be competitive to other North European ports by offering its customers intermodal rail and barge connections through European Gateway Services to southern Germany. Munich in southern Germany and Vienna in Austria are more or less comparable in terms of rail distance and transit times from Rotterdam and the North German ports. Rotterdam therefore has concrete opportunities in large parts of the market in southern Germany. The fundamentals are absolutely not against ECT.”

Drewry recommend checking reliability of cargo routing rather than just pure transit times and notes the importance of offering intermodal services at least three times a week to retain competitive flexibility. Drewry furthermore notices a strong silo mentality in the market. Or, in other words: many parties have the tendency to by definition move German cargo via German ports. “To change this, alternatives such as European Gateway Services must continuously be brought to the attention of head and regional offices, also in Asia.”

Reliable and Flexible Rotterdam also has the highest number of ocean services with first call transit times faster than those going to German ports, which is an advantage. However based on feedback obtained during the study, Drewry believes that shippers on the routes attach more value to reliability and flexibility than purely to transit times. “When unreliability results in loss of sales, the lost revenue and profit margin are much higher for the shipper than the gains achieved through a reduction in transit time of one or two days,” says Charlesworth. “If sales are lost, the entire value of the container content can in principle be lost. Longer transit times only affect the working capital interest cost which

The Barge Option The Drewry report pays separate attention to inland shipping via the Rhine River. “This is truly a USP for Rotterdam compared to German ports,” says Charlesworth.

According to Drewry, longer distance barge traffic with its greater transit times is best suited to cargoes with more predictable, stable demand patterns and safety stocks that are not too costly. The report concludes that the entire German Rhine corridor from the Ruhr area (Duisburg, Dortmund, Cologne, etc.), through Central Germany (Mannheim, Karlsruhe, etc.) up to Basel in Switzerland can effectively be served trimodally via Rotterdam. “Trimodal operations are an opportunity, but one which is especially rewarded when careful advanced planning of shipments can be practiced between modes.”

intermodal rail difference Rotterdam – North German ports (€ per 40ft box with fashion goods)

Munich

Leipzig

Frankfurt

Vienna

Basel

Logistics

33

-139

97

56

49

Customs

284

284

284

284

284

Inventory

26

1

26

26

40

Safety Stock

2

2

2

2

2

346

148

410

368

375

Total

Source: Drewry Supply Chain Advisors

19

‘Extended Gate really stands out’ From its branch in Ratingen near Düsseldorf, DHL Global Forwarding serves a wide range of customers, particularly from the German state of North Rhine-Westphalia.

For both their imports and exports Rotterdam is the most important port. Using ECT’s DeCeTe inland terminal in Duisburg makes this transport even easier and greener.

Says Daniel Wirtz, Customer Service Manager Ocean Freight at DHL Global Forwarding: “For many customers, the fact that cargo from Rotterdam can travel to Duisburg without customs documents is a real revelation.”

On a yearly basis DHL Global Forwarding’s Ratingen operation handles almost twenty percent of the German ocean freight for customers. Three quarters of that constitutes import, the remaining quarter is export. Around 60 to 70 percent of this cargo is channelled via Rotterdam, estimates Daniel Wirtz. “Rotterdam is the closest sea port for North Rhine-Westphalia, after all.” The customers of DHL Global Forwarding in Ratingen are active in numerous different sectors. “As elsewhere in Germany, the automotive sector is a major player in North Rhine-Westphalia, particularly suppliers,” says Wirtz. “In addition we also serve retail customers, the fashion industry – Düsseldorf is a fashion capital – healthcare companies and, to a lesser extent, the chemicals sector.” There are other cargo flows as well, but these are channelled via other DHL subsidiaries, such as DHL Inland Logistic, DHL Supply Chain and DHL Freight. “But obviously we work closely together.”

DHL tests Tworty Box DHL was recently the first company to test a new type of container: the Tworty Box. This innovation enables two 20-foot containers to be easily converted into a standard 40-foot container. That way container ­management becomes even more flexible and effective.

Empty positioning caused by the imbalance of supply and demand for 20- and 40-foot containers can be further reduced. For more information: www.tworty.com.

20

DeCeTe for Rail and Barge DHL Global Forwarding’s core business is to organise worldwide ocean and air transport for its customers, including temporary storage and final distribution if required. Wirtz: “Here in Ratingen we have our own warehouse, but we also make use of third parties.” In the logistics chain, ECT’s inland terminal DeCeTe has for years also been a reliable partner; the inland terminal in Duisburg offers daily barge and rail connections to and from Rotterdam. For DHL Global Forwarding, that’s a major plus. Wirtz: “With our GoGreen program we are committed to minimizing the impact of our business on the environment and contribute to environmental protection worldwide. We’re increasingly seeing customers coming round to that same way of thinking. DeCeTe helps to realise this goal. Depending on the desired delivery date, we actively promote rail and barge to our customers. Rail, for example, is only fractionally slower than road. And of course the use of rail and barge offers a cost advantage.” Around 50 percent of DHL Global Forwarding’s cargo flow to and from Rotterdam now goes via rail and barge, estimates the Customer Service Manager Ocean Freight. “The potential to do more is there,” he says. “Using these modalities is still a real novelty for some of our customers.”

The cooperation between DHL Global Forwarding and DeCeTe embraces more than just transport alone. Wirtz: “Some of our import accounts run entirely via DeCeTe, including temporary storage and final distribution on demand from the inland terminal. And for export we also for example make use of a packaging centre that’s located right next to the terminal.”

“Some of our import accounts run entirely via DeCeTe, including temporary storage and final distribution on demand from the inland terminal.”

Enthusiastic about Extended Gate Wirtz becomes really enthusiastic when he talks about the added possibilities DeCeTe has to offer as an extended gate within ECT’s European Gateway Services network. “De facto it amounts to the creation of one huge imaginary bonded customs warehouse between Rotterdam and Duisburg,” he enthuses. “As a result we don’t need to contact a customs agent in Rotterdam to take care of customs formalities for containers arriving at ECT’s deepsea terminals. No T1 document is required; after discharging from the deepsea vessel the containers can simply go through direct.

Thanks to the principle of fiscal representation, no value added tax is due in advance Subsequently we can take care of the customs clearance in Duisburg ourselves. It saves time and money, both for us and for the customer.” Wirtz brands the DeCeTe extended gate proposition and the accompanying cross border customs licence as truly distinctive. “It really stands out. When I first got to know it, I was surprised at the options it offers.”

DHL Global Forwarding points out the possibilities of the extended gate proposition to all its customers. Some of them however still need time to get used to this innovative way of operating and remain a little hesitant. “For many companies the fact that cargo from Rotterdam can travel to Duisburg without customs documents is a real revelation.

For several of our larger accounts however we already use DeCeTe as an extended gate for 95 percent of their incoming containers.”

VAT Advantages For customers of DHL Global Forwarding in North RhineWestphalia, importing via Rotterdam has yet another major advantage. Thanks to the principle of fiscal representation, no value added tax is due in advance on cargo arriving in the Dutch sea port - as it would be in Germany. Instead, settlement occurs afterwards. “For both us and the customer that’s a major additional plus,” says Wirtz. “We can do more for the customer, because we have less to do with credit limitation agreements. After all, VAT constitutes a major item.” Right now for approximately 50 percent of all the cargo flows directed by DHL Global Forwarding via Rotterdam optimal use is made of this VAT advantage. “So we’ve still quite some more customers who could benefit from this.”

21

High-level Transport Planning

European Gateway Services aims to provide the best product possible. That involves putting the customer first but also benefits from the insights offered by academic research. In the first quarter of 2013 Bart van Riessen completed a master’s degree at two different universities with his thesis on ‘Planning of hinterland transport in the European Gateway Services Network’.

For nine months Bart van Riessen worked as an intern in the European Gateway Services department at the ECT Delta Terminal. During this period he developed a mathematical model for optimal synchromodal planning as part of his double master’s degree (see box). Based on the variables of on-time delivery (or mathematically accepting a penalty), transit costs, handling costs, different routes, available capacity and emissions, this model can be implemented in day-to-day operations and for strategic planning. Tactically the model enables the calculation of the optimal frequency of services between the various terminals. Not only that, but within the framework of a synchro­ modal approach the model is also able to show at which point it becomes attractive to switch modalities en route. Van Riessen: “Within the exisiting tariff structure, improved cargo consolidation can be achieved via intermediate container transfers.

However if we succeed in adapting the tariff structure, such as additional handling costs, more to synchromodal planning the options will further increase. These are decisions at a strategic level.”

22

Operational Implications

Progressive

Van Riessen’s study also took in the level of operations. More specifically, he looked at how best to respond in the event of delays in hinterland transport, assuming a fixed timetable and the presence of containers ready to be shipped. “What is the best course of action, for example, when a barge has a six-hour delay? Do you only reschedule the containers that are delayed - and switch them to other modalities - or do you seek to make a full update of your transport planning?” Using Van Riessen’s model one can see the impact not only of a premature or delayed departure of a particular modality, but also the impact when an entire trip is cancelled.

“Malfunctions have the most relevance for high-frequency services,” says Van Riessen of his findings.

“The cancellation of one of European Gateway Services’ own hinterland services turns out to have the greatest overall impact; partly because it necessitates trucking of large amounts of cargo.” As such Van Riessen’s study offers valuable insights from which European Gateway Services planners can benefit and act on, should the need arise.

The newly graduated Van Riessen has since returned to Rotterdam’s Erasmus University as a researcher.

“The organisation of hinterland transport represents the challenge for Rotterdam in the future,” he says.

“The battle will be between the old ways of thinking - ‘I want transport’ and a new way: ‘I’m looking for a service that ensures that my container is available at its hinterland destination at a required time’. With its European Gateway Services ECT is very progressive in making the change­ over. That’s why I’m pleased that alongside my work at the Erasmus University I’ll be working for ECT again from mid-September 2013.”

Master’s Degree for Two Different Studies Bart van Riessen achieved his master’s degree at the Erasmus University of Rotterdam for a specialisation in econometrics – Operations Research and Quantitative Logistics – and at the Delft University of Technology for a specialisation in the field of mechanical engineering: Transportation Engineering & Logistics.

Me and My Vessel Barge entrepreneur Wilco Ooms’ ideas about a more sustainable inland shipping sector gradually started to take shape whilst navigating the rivers with his first ship.

The ultimate result is the Semper Fi: the first hybrid container barge in the world.

The Semper Fi was commissioned at the end of 2012 and is currently maintaining a twice-weekly service between Rotterdam and Venlo near the Dutch – German border for European Gateway Services by order of Danser Containerline.

Why a new type of barge?

“I was looking for something new, something better. Step by step I started to develop my ideas and present them to potential partners.

Intuition has always played an important role in the inland navigation sector. I however wanted to scientifically substantiate everything to ensure I was heading in the right direction. First, I designed a new, more aerodynamic hull for the Semper Fi which I had tested by MARIN (Maritime Research Institute Netherlands, ed.). For the propulsion, I approached the company Veth.

My starting point was that I wanted a barge with truck engines; euro 6, of course. After extensive research and engineering, Veth devised a hybrid system with two diesel-direct and two diesel-electric motors with associated generators and electric motors.

In daily practice, just one of those diesel-electric engines will often suffice. According to the sailing profile of my first vessel, I run stationary for 30 percent of the time and only require 80 percent or more of the maximum engine power less than 10 percent of the time. With the electric motor, we also generate the power for the standard 52 reefer connections on board and of course for our daily lives.

I do not require shore power.”

In what ways does the Semper Fi distinguish itself?

“From the moment the Semper Fi was commissioned we conducted measurements for seven months.

These have shown that we consume 18 percent less fuel than a conventional ship. Moreover, our emissions are way down: 83 percent less nitrogen oxides (NOx), 99 percent

less hydrocarbon (hc), 85 percent less carbon monoxide (CO) and 93 percent less particulate matter (PM).”

And what next?

“I am glad that I have been able to demonstrate that a sustainable vision and economics can indeed go hand in hand. With the Semper Fi, we are further confirming the position of inland shipping as the cleanest mode of transport. Danser Containerline has realised this and has chartered our vessel for a longer period. I wonder if any end users will also arise who truly want to opt for the Semper Fi for the sustainable transport of their cargo.”

Watch the Video!

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

About the Semper Fi The casco of the Semper Fi was constructed in Romania and the ship was further finalised in the Netherlands.

The Semper Fi made its first trial run in November 2012.

Length 110 m width 11.4 m Draught 3.96 m TEU capacity 204 Reefer Plugs 52 Crew The skipper himself, aided fulltime by his wife + two crew members Loop Rotterdam - TCT Venlo vv twice weekly

23

Behind the Scenes Delta Reefer Care is a reefer service-oriented company. At the ECT Delta Terminal, Euromax Terminal Rotterdam and ECT City Terminal, Delta Reefer Care sees to it that each reefer container is optimally cared for 24/7.

At its three deepsea terminals, ECT has numerous dedicated reefer stacks which combined offer 5800 reefer plugs.

Upon arrival, the service technicians of Delta Reefer Care immediately connect the reefers to the power grid. At the same time, they check whether a container is functioning properly and inspect for any damage. They of course also swiftly disconnect the reefers again upon departure.

Through Wi-Fi handhelds, the correct temperature of each reefer is always available in real-time. Orders for connecting or disconnecting reefers are communicated wirelessly in the same manner.

The actual temperature can easily be read on the control units of the reefers.

With a fleet of 25 specially prepared cars, the 100 service technicians of Delta Reefer Care check whether the connected reefers are properly working every eight hours. Small repairs (plugs, cables, etc) are carried out on the spot. More substantial repairs are carried out in consultation with the shipping line in question.