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spring 2011






th edition


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


Communications Department with any questions or suggestions you may have regarding the contents. Copy  Rob Schoemaker, Rob Wilken (editor-in-chief) Translation  Niall Martin, Dean Harte Photography  Eric Bakker (unless stated otherwise) Layout  Ontwerpwerk, The Hague External coordination and printing  RWP, Voorburg Chief editor ECT  Rose Wiggers Europe Container Terminals (ECT) Europe Container Terminals (ECT) is the largest 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 2010, ECT handled more than 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 51 ports, spanning 25 countries throughout Asia, the Middle East, Africa,


Straight to Germany without Customs Documents


European Gateway Services in Practice

Europe, the Americas and Australia. HPH also owns a number of transportation-related service companies. In 2010, the HPH Group handled a combined throughput of 75 million TEU worldwide. No rights can be derived from this publication.

P.O. Box 7385, 3000 HJ Rotterdam, the Netherlands T +31 (0) 181 278 278 E  | W E W



It recently became possible for containers to travel on to Duisburg, in the heart of Germany’s Ruhr area, without any customs documents. Customs and ECT explain the agreements which were made to benefit the port customer. “This is the first cross-border customs license of its kind.”

COSCO Container Lines actively makes use of ECT’s European Gateway Services. “This means containers can be transported virtually document-free by train or barge. It is not until the inland terminal that customs clearance needs to be arranged.”

Widening of the Amazonehaven on the Maasvlakte ECT and the Port of Rotterdam Authority are taking steps to adapt the Amazonehaven on the south side of the ECT Delta Terminal. Work to widen the harbour basin from 255 metres to 310 metres is due to start this year already.

spring 2011 Ready for the Future Following limited operations last year due to quay wall refurbish­ ments, the Delta Dedicated North Terminal (DDN) is now back in full swing again. With a completely refurbished quay surface as well as various other improvements, the terminal is ready for the future. A future in which Ultra Large Container Carriers (ULCCs) are more than welcome.

4-6 7

News People make the Difference


ECT’s Rail Terminals Right on Track


Dinalog: Building on Logistics Control


AVCT Avelgem Stepping Stone to Paris


Secure Lane Rotterdam - Venlo


Me and My Vessel


Sustainable ECT


Adequately managing Uncertainties On behalf of everyone at ECT, I would firstly like to extend my sincerest ­sympathies to the victims of the earthquake in Japan and its terrible aftermath. Our thoughts particularly go out to the employees of our customers, many of whom have been directly or indirectly affected by this sad tragedy. The earthquake in Japan, as well as the earthquake in New Zealand and the floods in Australia earlier this year, are just some of the events which occurred over a short time span and are holding the world in a tight grip. The political upheaval in the Middle East and North Africa also deservedly warrants attention. All these events have in common that they were almost impossible to predict. Of course, our primary concern goes out to all those people who have lost their loved ones and their homes. However, we also need to look at the economic impact of these events. It seems as if the pace at which changes occur is ­constantly accelerating; the dynamics on the world stage are tremendous. Managing uncertainties has consequently become more important than ever and logistics is certainly no exception in that respect. ECT is expected to both look ahead five to ten years and adequately anticipate the challenges that each new day brings. Each week is different. We for example started 2011 with a new handling record at our deep-sea terminals of more than 100,000 containers in one single week. The period afterwards however held completely new challenges, for instance when a capsized barge obstructed shipping traffic on the river Rhine. As ECT, we spare no efforts to ensure that we are an attractive partner for our customers, both in the short and in the long term. That means continuous investments in infrastructure and equipment, but also adequately dealing with constantly changing conditions. Day after day, our terminals handle large numbers of containers. To smoothly move these to and from the European hinterland requires maximum discipline. At the same time, we endeavour to offer our customers the highest possible degree of flexibility. High volumes combined with an optimum service: that is the name of the game and that is what we at ECT aim to achieve day after day. Of course, sometimes an accumulation of factors can cause logistics to deviate from normal. In these cases, the cooperation with our customers and the ­dedication of our employees are paramount as regards our ability to quickly and efficiently adjust. Fortunately, logistics can be managed in that respect. The same cannot be said for natural disasters such as the ones which struck Japan. The only fitting reply we at this side of the world can offer in this respect is our heartfelt support and compassion.

Jan Westerhoud President of ECT 3


A Real Ben Wind

Russian Containers up 40%

A tragic helicopter accident in Rotterdam port in June 2010 claimed the lives of the pilot and a trio of highly-respected communications professionals, including the photographer Ben Wind. Ben worked as a photographer for more than 35 years, and also took on commissions from ECT. In his memory, his studio has recently been turned into a photo gallery and a special memorial book has been published: A real Ben Wind. The first copy of the book was presented at endMarch 2011 to the Rotterdam mayor Ahmed Aboutaleb. Ben’s wife Ellen made a selection of his many unforgettable photographs for the book, all of which are also now on show at the photo gallery. Says the book’s designer Ronald Schreutelkamp: “Ben was himself a sailor and as a result he spoke the language of the shipping world. He was able to strike up an instant rapport with everyone on board, without any distinctions in rank or class. Everyone always felt at ease while being photographed.”

Last year Rotterdam handled 40 percent more containers coming from or destined for Russia, data from the Port of Rotterdam Authority show. It’s an indicator of the increasingly important role the port - and with it ECT - has come to play as a feeder hub for the ScanBaltic, which alongside Russia also includes the Scandinavian ­countries Norway, Sweden and Finland, Poland, and the Baltic states of Latvia, Estonia and Lithuania. Rotterdam’s main advantage is its status as first port of call in Europe for a large number of Asia-services. Discharging containers in Rotterdam for subsequent feedering to the ScanBaltic yields major time savings in comparison to transhipment via the second or third port of call. Furthermore, measured in terms of total shipping costs between Asia and Europe, feedering via Rotterdam is also economical when it comes to price. Florian Vreeburg, commercial executive at ECT anticipates that also the feeder vessels are set for further increases of scale in the future. “That will make Rotterdam even more attractive. When 1400+ TEU feeder vessels (Kieler-Max) sail to Russia, Finland, Sweden and Poland, in particular level, they will no longer use the Nord-Ostsee-Kanal in Northern Germany, but go up around Denmark. This will further improve the competitive position of Rotterdam.” Alongside the regular handling capacity at its deep-sea terminals, ECT offers the feeder sector also transhipment facilities via the Delta Barge Feeder Terminal.

Een echte Ben Wind (A real Ben Wind) retails at 49,95 euro’s and may be ordered via The retrospective exhibition of his work is on show up to and including 30 September 2011. For more information:

Visit us in Munich European Gateway Services will be on hand to introduce itself with its own stand at Transport Logistic 2011, from 10 to 13 May in Munich. Here, at the world’s biggest trade fair for transport and logistics, visitors can familiarise themselves with the product offering of European Gateway Services, the participating inland terminals, the inland shipping and rail links to and from Rotterdam and the additional customs services. You will find European Gateway Services in hall B4, stand 410. We are looking forward to meeting you in Munich! 4


50th edition! From Dusk to Dawn

This is the 50th edition of Fast Forward, the magazine we’ve been making for more than fifteen years to keep you up to date with developments in the container sector as a whole and at ECT in particular. The very first issue of Fast Forward was published in the winter of 1995. Major stories at that time were the imminent completion of the Delta Dedicated East Terminal, the signing of an agreement with the Global Alliance and an interview with the chief of corporate forwarding at multinational Philips. Even as long ago as the mid-Nineties the magazine already foresaw that “super-consortia and mega-carriers are set to shape the future of the container shipping business where big is an increasingly heard buzz word”. Today, in 2011, Fast Forward is still monitoring the trends in the business up close.

Yin & Jan

In the autumn of 2011 work will start on boosting the capacity of the A15 motorway, Rotterdam port’s main traffic artery. During the road works, traffic will temporarily be curtailed. That’s why a range of initiatives has been taken to get traffic off the road or to spread it more evenly throughout the day. ECT is fully prepared for this, and has been for several years. The deep-sea ­terminals, for example, are open 24 hours a day on the landside as well. Using the quiet hours of night has advantages for everyone. The throughput of trucks to and from the hinterland runs more smoothly, which is also better for the environment. And that’s not all. ECT is stimulating the use of the late and early hours with concrete commitments. Depending on the number of containers, properly pre-notified drivers calling at the deep-sea terminals between 22.00 and 04.00 hours are assured of a maximum stay time of between 45 and 75 minutes. If ECT fails to make good this promise, hauliers are awarded compensation that can run up to 40 euro’s. Since this compensation ruling was introduced in March 2008, ECT has never had to pay out.

Without China the Dutch would never have developed their fondness for tea, and nor would we be selling Delft Blue souvenirs. Without the Dutch, Hong Kong wouldn’t have had an airport out to sea and Shanghai wouldn’t boast a world port. The exhibition ‘Yin & Jan – China and the Netherlands linked through shipping’ is on show at Rotterdam’s Maritime Museum until 4 March 2012. In this exhibition the life-sized digital hostess Yin and host Jan plunge visitors into the dynamic relationship between the Netherlands and China. Visitors learn about the close trade relations between the two countries down the centuries, their influences on one another and the key role of shipping in this. For the exhibition Rotterdam’s Maritime Museum worked closely together with the China Maritime Museum in Shanghai, which has loaned several important pieces, including a compass dating back to the Song Dynasty. More information: 5


Goodbye Winter

Spring is in the air and winter’s gone for another year. In December, particularly, ECT had to cope with some very heavy snowstorms. Nevertheless operations carried on virtually without a break, so safeguarding the service to customers. In that, salting and shovelling snow on the terminals proved an important additional task. Luckily the cold is far behind us once more, leaving behind only some beautiful photographs of a wintry ECT.

More trains to Germany

Safety Instructions Safety is the number one priority at ECT’s terminals. Specially for our visitors on the sea side - deep-sea, feeder and barge - ECT has published a booklet of safety regulations which should be adhered to in all circumstances. The booklet, entitled ‘Safety instructions for vessels and their crew ­visiting’ can be downloaded from the ECT website or requested via

From May 2011 ECT and rail operator Kombiverkehr will split their joint daily Betuwe Express service into two separate trains to Germany’s Ruhr region. One daily train will ply the route between Rotterdam’s Maasvlakte and the DeCeTe inland terminal in Duisburg, while a second daily train will serve the Rotterdam - Dortmund route. Currently all cargo for Duisburg and Dortmund is still loaded on a single train. The new concept will therefore result in a doubling of capacity. DeCeTe Duisburg is one of ECT’s extended gates. Thanks to ECT’s recent cross-border customs licence customers taking part in European Gateway 6

Services can complete customs formalities at the inland terminal in Germany (see also the article on pages 10 - 11). The transport between Rotterdam and Duisburg will then be the responsibility of ECT. Duisburg is a major rail hub. From the Duss Terminal ­situated right alongside DeCeTe, Kombi­ verkehr offers onward links to more than 70 European destinations. For more information or bookings please contact European Gateway Services, ­telephone +31 (0)181 278 308, e-mail,

People make the Difference

The people of ECT have already been meeting the needs of customers for almost 45 years. In this feature, a senior employee and a relative newcomer talk about their motives. This time, we speak to coordinator waterside Arnold de Weerd (37 years of service) and operational employee waterside Sefa Dziworshie (6 years of service).

The customer... Arnold “The customer is important, he is the very reason we are here. Through our daily operations, he needs to clearly feel that opting for ECT means opting for quality.” Sefa “Serving the customer, that’s the name of the game. Making sure his vessel can always leave as soon as possible and a next one can take its place along the quay.” Distinctive... Arnold “The customer can call us at any given time to enquire when his container will become available. Once on the quay, it can be collected within half an hour.” Sefa “There is a lot of experience within ECT, quality is of paramount importance.” Room for further improvement… Arnold “For each feeder and barge we need to check the seal of the

c­ ontainer and manually enter the number. This takes time, so if this could be done differently…” Sefa “The quality of the stackers (owned by the shipping lines, ed) that we use to attach the containers to one another on board. More maintenance would make a great difference. Once a boat is ready, we now often still need to carry out an inspection with a gondola to properly position stackers here and there. This unnecessarily takes up time.” ECT is... Arnold “A company with a highly technological process which is often difficult to grasp for outsiders. They sometimes think that the AGVs - Auto­ mated Guided Vehicles - are controlled here on the quay by people who lie flat on their bellies in the vehicle.” Sefa “A wonderful job in a company with plenty of action. When I was a boy, I would always gaze in wonderment at the ECT City Terminal from the

backseat of my dad’s car. Now I work for ECT myself.” Human factor... Arnold “ECT is a social company which invests in its people. You absolutely have the opportunity to further develop.” Sefa “The social cohesion and team spirit are very strong here. If you walk around with a long face people will definitely come up to you and ask you what’s wrong.” Future developments... Arnold “Responding to increasingly stringent environmental requirements, I expect the AGVs to become fully electric in the future or at least be powered by very clean fuel.” Sefa “We currently twin a lot ­(discharging or loading two 20-foot containers at the same time, ed) but in the future this could be four containers at a time just like that.” 7

Ready for the Future Following limited operations last year due to quay wall refurbishments, the Delta Dedicated North Terminal (DDN) is now back in full swing again. With a completely refurbished quay ­surface as well as various other improvements, the terminal is ready for the future. A future in which Ultra Large Container Carriers (ULCCs) are more than welcome.

A brand-new concrete quay surface, totalling 1001 metres in length and covering eleven hectares: Henk Molenaar, Operations Manager of the DDN, is clearly pleased. It has never been easier to optimally serve the customer. The Automated Guided Vehicles (AGVs) glide across the smooth new terminal surface like a charm. What’s more, the renovation of the quay in 2010 was also seized to expand the number of AGV highways from five to six. This means that the DDN can now handle vessels using six cranes at the same time. An important upgrade given the fact that the DDN is constantly seeing larger and larger ships; the 14,000-TEU ULCC of shipping line MSC which calls each week is the most striking example in this respect. These giants can always visit the DDN without any restrictions. From Maas Centre - the entrance to the port - it takes only an hour and a half for vessels to be securely moored


alongside the terminal’s quay, with the assistance of one or two tugs at the most. “A nautical super location,” is how Molenaar refers to his DDN.

More Improvements The quay renovation in 2010 was also seized to implement various other improvements at the DDN. On the waterside of the stack, more space has been created at the AGV transfer points; this makes it possible to perform twin carry operations (simultaneously transporting two 20-foot containers) between the stack and the quay cranes and vice versa. In addition, more quay cranes have been made suitable

The Delta Dedicated North Terminal can now handle vessels using six cranes at the same time.

for ULCCs and for twin lifting, the simultaneous loading or discharging of two 20-foot containers. Molenaar: “We aim to reach optimal agreement with the customer about the cargo split to make it possible to work with five or six cranes on the ULCC vessels. In combination with a twin lift / twin carry operation, this leads to higher production and performance levels and a faster turnaround for the ship.”

People make the Difference In total, the DDN now has 34 stacking lanes, a varying number of AGVs, ten deep-sea cranes plus one separate barge crane. Molenaar: “Both inside and outside, we have

an enthusiastic team who for the most part have already been active at the DDN for quite some time. Despite the automated operation, I am absolutely convinced that it is the people who make the difference. We take care of everything from here, from the ship planning to the execution of the operation. Together, we want to even further increase the added value of this terminal for our customers. ECT also continues to invest in this. Our ambition is to always do better.”

Henk Molenaar


Rotterdam is continuously increasing its attractiveness as a gateway to Germany. Through the European Gateway Services of ECT, it recently became possible for containers to travel on to Duisburg, in the heart of Germany’s Ruhr area, without any customs documents. Customs and ECT explain the agreements which were made to benefit the port customer. “This is the first cross-border customs license of its kind.”

For large parts of Germany, the fastest and most cost-effective route for seaborne cargo runs via Rotterdam. Until recently, many parties in Germany however still opted for one of the German ports. Out of habit, but also because of the additional customs formalities which were necessary in Rotterdam. That obstacle has now been removed. Paul Zoeter, Consultant Business Development of ECT: “Drawing up a transit or import declaration is no longer necessary in Rotterdam. Under the customs license of ECT, containers can directly proceed to DeCeTe Duisburg, the inland terminal in the heart of the German Ruhr area which functions as an extended gate for our deep-sea terminals. Once there, the customer himself can directly arrange his customs formalities in the German customs system Atlas.”

From left to right Bert Wiersema, Paul Zoeter, Djin Ramdat and Paul Ham: excellent cooperation for achieving cross-border customs authorisation.

First Cross-Border Customs License To make the additional service possible, ECT has turned to Rotterdam’s Customs department. Bert Wiersema, Regional director of Customs Rotterdam Port: “ECT has a so-called bonded warehouse C license for its deep-sea terminals. This means that by specifying only a limited amount of information, cargo can be taken into storage without ­additional customs formalities. Such a bonded warehouse C license can apply to several locations. The TCT Venlo inland terminal already was such a location and this has now been expanded to Duisburg. Particularly special about this location is that it is in Germany. It is the first cross-border customs license of its kind.” At the European level, there are no legal obstacles what­ soever for the kind of cross-border license which ECT has been awarded. Djin Ramdat of the Expertise Centre for Crossborder Authorisations of Customs: “We have meticulously prepared this project together with ECT. First, we carefully examined the legal requirements. ECT next worked on adjusting its customs software; we as Customs drew up a concept license and submitted this to our German colleagues. After a critical assessment, they approved this cross-border method.”


No Special Requirements For customers of ECT there are no special requirements to participate in the new service, explains General Manager Business Development Paul Ham. Shipping lines, forwarders, transporters and shippers all stand to benefit. “All they have to do is book their containers with our European Gateway Services, together with only some basic cargo information (see box, ed.). We then deregister the container in the ­customs system in Rotterdam, arrange for the cross-border transport by train or barge and ensure its timely arrival in Duisburg.” In theory, any container can be moved under ECT’s cross-border customs license. “However, we have decided not to accept high-risk cargo such as alcohol and cigarettes.”

External Border The new possibilities for paperless cross-border transport to Germany do not change the fact that Rotterdam is an external border of Europe, explains Bert Wiersema of Customs. “Based on extensive and advanced risk analyses,

Straight to Germany without Customs Documents

How to book to Duisburg

we will continue to inspect containers as usual. We select about two percent of all boxes for inspection via the customs scan. For companies with the status of Authorised Economic Operator (AEO) this is even less; perhaps one percent. The remainder of the inspections are predominantly administrative.” The latter also applies to the bonded warehouse C license of ECT. The transport to Duisburg how­ ever does include certain additional safeguards, including the sealing of containers. “Dutch Customs strives to operate on the basis of trust,” says the customs director. “We invest a lot of effort in the creation of reliable supply chains.” Customs is happy with ECT. Wiersema: “In principle, a crossborder customs license is possible for all parties. Up till now, ECT however has been the only one to make real progress in this respect and has shifted from a traditional stevedore to an integral logistics service provider. This also benefits Customs. We want to abolish all the paper customs ­documents which companies currently still submit in huge quantities. There is absolutely no need for that.”

To have your containers transported paperless from ECT’s deep-sea terminals in Rotterdam to DeCeTe Duisburg, you can book with European Gateway Services, tele­ phone +31 (0)181 278 308, e-mail or When making your booking, the following cargo information is required: - port of loading; - Bill of Lading number; - number of items and weight; - cargo description.

More Locations, More Countries Ham has noticed a lot of interest in Germany for the new paperless cross-border working method. “We will therefore investigate the possibilities for a similar way of working for other inland terminals in Germany as well. Initially, we are thinking of Neuss and Dortmund.” Zoeter adds: “In consultation with Customs, we have also just applied for a cross-border customs license for transport to our extended gates in Belgium: TCT Belgium in Willebroek and AVCT in Avelgem. On those routes, we also want to further simplify the use of our deep-sea terminals in Rotterdam.”


Photo Arie Jonkman

As CKYH - the Green Alliance, COSCO together with “K” Line, Yang Ming and Hanjin, is a partner of ECT in the Euromax Terminal Rotterdam. This new and modern deep-sea terminal at the Maasvlakte is becoming busier and busier. In May 2011, the alliance members expect the first call of their sixth Far East service. This means a further expansion of shipping capacity by 25 percent. “Of course, Rotterdam can boast an outstanding geographic location; the exchange of data is perfectly arranged through the Port Community System of Portbase and the many options for European hinterland transport also constitute a strong point,” say Peter den Breejen and Maarten van Kruijl, respectively Managing Director and Manager Transport & Equipment of the Dutch branch of COSCO Container Lines. “Rotterdam is steadily gaining ground in the Far East. However, it still needs to be explained that compared to Hamburg, the route via Rotterdam is also faster and cheaper for many destinations in Germany.”

barge. “Carrier and merchant haulage combined, our modal split at the Euromax Terminal Rotterdam currently comprises approximately ten percent rail, 35 percent inland shipping and 55 percent road transport. Merchant haulage however strongly drives up the percentage of road transport. This cargo is mostly bound for destinations in the vicinity of Rotterdam and the truck is often the most viable option then. In a random week, the Euromax Terminal Rotterdam currently handles about 45 trains, 140 barges and 5000 trucks.”

‘European Gateway Services allows for a push system as opposed to a pull system’

Train and Inland Shipping As regards the hinterland transport which COSCO arranges itself from Rotterdam (carrier haulage) the company opts for inland shipping and rail whenever possible. Den Breejen and Van Kruijl: “This is always done in consultation with the customer. For the most part it is the customer who decides; we advise.” What this often boils down to in practice is that time-critical cargo is moved from the port by truck. In all other cases, the containers are transported by rail or 12

Advantages European Gateway Services For customers, the advantages of rail and inland shipping are straightforward, say Den Breejen and Van Kruijl. “Next to sustainability, especially costs and reliability are key factors in this respect. For example, for factories it is important that containers always arrive punctually at their doorstep. This can be achieved much easier from a nearby inland terminal than directly from the seaport.” It is one of

COSCO Container Lines:

‘European Gateway Services Strong Concept’ As one of the top ten carriers in the world, COSCO Container Lines is moving more and more cargo via Rotterdam. That has its effect on the organisation of hinterland transport. In view of the advantages for customers, the shipping line actively makes use of ECT’s European Gateway Services. “This means containers can be transported virtually document-free by train or barge. It is not until the inland terminal that customs clearance needs to be arranged.”

‘It is not until the inland terminal that customs clearance needs to be arranged’

the main reasons why COSCO is increasingly turning to the inland terminals and hinterland connections which ECT offers within its recently introduced European Gateway Services. “The strength of this concept is that it allows for a push system as opposed to a pull system. Instead of waiting at the deep-sea terminal until the customer indicates that he needs his cargo, we go ahead and already move those containers by barge or train to a nearby inland terminal in ECT’s network, for example in Moerdijk, Venlo, Willebroek or Duisburg. Within European Gateway Services this transport can take place virtually document free as it is carried out under the customs license of ECT. It is not until the inland terminal that customs clearance needs to be arranged. Until that moment, the container remains in transit and no import duties are due.”

Information Needed Crucial to the well-functioning of the European Gateway Services concept is that the customer informs the shipping line and with that ECT in a timely fashion about the ­destination of a container in the European hinterland. Den Breejen and Van Kruijl: “Together with the customer we need to bring about a change in this respect. The sooner a container can be moved away from the deep-sea terminal, the better this is for everyone. At present, insufficient information still often constitutes a bottleneck. Customers are not always aware of just how important it is for us to

have all the relevant data in advance. As a result, a container ultimately still needs to be rushed by truck.” For the very same reason, the COSCO managers would also like much more information on the destination of the containers of their merchant customers. “This would enable us to develop a service product which could also offer these customer advantages in terms of efficiency and costs. Now, it is ­theoretically possible that twenty trucks drive in sequence from the Euromax Terminal to the same destination for twenty different customers and that we in turn follow with the 21st truck to deliver an empty container to that very same destination. However, at present the different parties do not know this of each other.”

Managing Imbalance In managing its hinterland transport, the vast imbalance between import and export plays a major role for COSCO. Den Breejen and Van Kruijl: “Our planning is aimed at moving around containers in Europe as quickly as possible. Empty containers must be immediately returned to the Far East, where there is a vast shortage. We use inland depots for empty containers which can be filled again in the hinterland by export customers. All other containers are directly moved back to the port and transported to Asia aboard the first available deep-sea vessel.”


Widening of the Amazonehaven on the Maasvlakte

Building Phases in widening the Amazonehaven Phase A1 Phase A2 Phase A3

from the entrance to 517 metres within the basin from 517 metres to 917 metres from 917 metres to 2517 metres

ready September 2013 ready January 2014 ready November 2013

Work will start from the outer ends of the harbour basin and will move inwards.


In late February 2011 the CSCL Star paid its first visit to the ECT Delta Dedicated West Terminal. Currently the second-largest container ship in the world, the CSCL Star has a capacity of 14,100 TEU and is the forerunner of many more Ultra Large Container Carriers (ULCCs). That’s why ECT and the Port of Rotterdam Authority are going to adapt the Amazonehaven on the south side of the ECT Delta Terminal. Work to widen the harbour basin from 255 metres to 310 metres is due to start this year already.

One of ECT’s most important advantages over rival container terminals in other West European ports is its optimal accessibility in nearly all weather conditions. The CSCL Star, smoothly entering the Amazonehaven (Amazone basin) is a good example. With many more ULCCs to come and no end yet at the continuous growth of the size of ­container vessels, ECT wants to be ahead of these developments. Therefore the Amazonehaven will be widened. The original design of the Maasvlakte dates from the 1960s, while the concrete plans for the terminals on the south side of the ECT Delta complex were drawn up around 1990. Nobody could then have imagined that ships of 14,000 TEU would now be sailing the world’s oceans and that ships of 18,000 TEU have already been ordered. At that time, 6000 TEU was considered gigantic.

From 255 Metres to 310 Metres Responding to the ongoing increases in scale, ECT and the Port of Rotterdam Authority in its capacity as landlord have agreed to widen the Amazonehaven from 255 to 310 metres. Says Jan Waas, ECT’s Director Technology & Engineering: “It’s really about bottleneck management. As long as the weather allows pilots to safely bring ULCCs into the port, ECT doesn’t want to be the limiting factor that prevents the ship from using our terminal.” Preparations for widening the Amazonehaven began in mid-2010. The project is currently being tendered Europewide; the plan being that the contractor begins work in the autumn of 2011. It will be a complex job. Located opposite ECT is EMO, the largest dry bulk terminal in Europe. Under the plans EMO will have to relinquish a 60-metre wide strip of its terrain along a length of more than 2500 metres. These 2500 metres on the opposite bank across from ECT consists partly of a slope and partly a quay wall suited to receiving large bulk carriers. As such the quay wall is one of the strongest of its kind, so the demolition will be an engineering challenge in itself. Sixty metres inland, EMO will require a new quayside. Other challenges include the re-situation of a large number of cables and pipes and a cooling water outlet. Waas: “Of course we at ECT are delighted with our neighbour’s cooperative attitude in helping us achieve this widening.”

No Interruption to Operations The work on the harbour basin will be undertaken in three consecutive phases (see box). Phase A1 at the entrance to the Amazonehaven is the most important, explains Waas. “That’s where the incoming ships have to make their turn. Just like a car with a trailer the whole thing tends to slew out, and that means there needs to be enough room.” Further into the harbour basin the enlargement ensures that ULCCs can pass vessels moored up to the quay and the bunker boats alongside safely, with enough space. To ascertain precisely what is needed, the Port Authority, Harbour Master, pilots and ECT have commissioned extensive simulations. These have been carried out in the laboratory at the Wageningen-based Marin research institute to ascertain the exact requirements, taking into account ­different currents, wind directions, wind speeds and the assistance of various numbers of tugs. The contractor will undertake the work without impeding ECT’s operations. From the shore side on the opposite bank there will be some 50 metres at its disposal in the water for its equipment and suchlike.

‘The Amazonehaven is being made ULCC Proof’ Important Phase A1 delivery due in September 2013 According to the current planning, the entire Amazonehaven will have been completely widened from 255 metres to 310 metres by early 2014, including additional waiting berths for barges at the end of the harbour basin on the EMO-side. Delivery of the important phase A1 is already due in September 2013. The draught of the Amazonehaven will remain unaltered at 16.65 metres. The project requires a total investment of 180 million euro’s.

New Quay Cranes On their Way ECT intends to invest even more. In addition to adapting the bollards to cope with the increased pull of ultra large ships, making the south side of the ECT Delta Terminal ULCC-ready will require additional investments in equipment. Waas: “We are preparing to bring in at least five new large quay cranes, in order to create an extra ULCC berth. The definitive decision for ordering will be taken in line with market developments and in close consultation with our customers.” 15

While daily operations carried on as much as possible, the 775 metres long crane girder of the Eastern Rail Terminal at the ECT Delta complex on the Maasvlakte was completely renewed in a two-phase operation between February 2010 and March 2011. After more than 25 years of loyal service, the renovations were urgently necessary. The equipment was reaching the end of its useful life. For this reason the two railway cranes on the Eastern Rail Terminal were also ­overhauled. One of these cranes will even be replaced by a completely new one at the end of 2011 (see box). “Thanks to the renovations at the Eastern Rail Terminal we can now work faster and more efficiently,” says Jan van der Starre, the supervisor responsible for the day-to-day operational rail activities at the ECT Delta Terminal.

Three Rail Terminals, Eighteen Tracks ECT can now again offer its customers on the Maasvlakte three fully-functioning rail terminals. In addition to the Eastern Rail Terminal with its four tracks and two railway cranes, these are the Rail Terminal West which boasts six tracks and two railway cranes and the Euromax Terminal Rotterdam’s own rail facilities, which also number six tracks and two cranes. Divided over these three rail terminals some 125 rail shuttles currently depart from ECT each week. The most important destinations are Germany and the Netherlands, followed by Switzerland, Austria and the Czech Republic. In cooperation with its logistics partners ECT organises around a quarter of all these trains itself. As part of European Gateway Services ( customers can benefit among others from highly frequent connections to TCT Venlo (three times a day) and DeCeTe in Duisburg (once a day).

Maximum Scope for Growth Currently ECT’s Maasvlakte operation handles some 400,000 rail containers annually. “But rail transport will show above average growth in the coming years,” predicts Erik Nijhuis, rail specialist at ECT’s Marketing & Sales department. “Customers are striving for more sustainable and more efficient hinterland transport.” ECT’s rail terminals offer all the necessary capacity. The same applies to the links with the hinterland. The terminals on the Maasvlakte form the starting and the end point of the Betuweroute; this dedicated rail freight line opened in 2007, running from Rotterdam right across the Netherlands to link directly with Germany. The state of the art infrastructure offers rail operators every possibility to further expand the number of trains.

More Coordination, Better Product Attractive rail links are more than just a question of infrastructure, however. A reliable, on time rail product demands close coordination between rail operators, traction suppliers, managers of rail infrastructure and terminals. Furthermore capacity is not unlimited, particularly on the Port Railway Line. For this reason chain management has been introduced in Rotterdam under the leadership of Betuweroute operator Keyrail. Effectively this amounts to a set of rules of play that all players in the rail chain conform to, in order to ensure the smooth throughput of trains in Rotterdam itself and to 16

Right on Track

In answer to the customers’ wish for more sustainable and efficient hinterland transport, Rotterdam is increasingly profiling itself as a European railway hub. Following the recently completed renovation of the Eastern Rail Terminal, ECT on the Maasvlakte is more than ready to go with this trend. Three different rail terminals offer every opportunity for handling extra rail shuttles.

ECT’s Erik Nijhuis (Marketing & Sales), Jan van der Starre (supervisor rail) and Daniël ten Ham (project manager of the renovations) at the revamped Eastern Rail Terminal on the Maasvlakte.

and from the hinterland. Chain management’s common denominator is that all parties inform one another in a full and timely manner about the expected train arrival times, changes of schedule, delays and so forth. This enables every­ one involved to arrange their work processes as efficiently as possible. Chain management has also yielded positive results for ECT, boosting efficiency in train handling. Even so flexibility and an ability to improvise remain imperative.

New Rail Crane This year ECT will replace one of the two rail cranes at the Eastern Rail Terminal with a new one, that is currently being built by Konecranes in Finland. In anticipation of its arrival, the existing crane has already been fitted with the drive gear of the new crane in order to prevent damage to the newly-laid crane girder. The new Rail Mounted Gantry Crane has a span of 32 metres, a hoist height of 10.5 metres and a capacity under the spreader of 40 tons. An active load control system will ensure the easy positioning of containers above the trains. The crane will be built up on the Eastern Rail Terminal from September 2011 and will be taken into operation in December 2011.

Every day ECT is busy with the optimal management of the dynamics of rail logistics (with trains that often arrive at just another time than originally planned) and the ­completion of the necessary information about the cargoes to be discharged and loaded. In order to improve the use of the capacity and increase train throughput in Rotterdam even further Keyrail initiated the so-called Goods Window at the beginning of 2011. ECT and the Rail Service Center Rotterdam in the Waal-/ Eemhaven (situated directly alongside the ECT City Terminal) now team up with Keyrail for a weekly meeting with each individual traction supplier to evaluate the preceding week and to refine the operating schedule based on the insights gained.

Ready for the Future With the Eastern Rail Terminal as good as new, the Rail Terminal West and Euromax’s own rail terminal ECT is ready for a successful rail future. “But of course we won’t be resting on our laurels,” says Daniël ten Ham, project manager of the recently completed renovation of the Eastern Rail Terminal. “The next task is to adapt the Rail Terminal West for the arrival of Maasvlakte 2. Just as with the Eastern Rail Terminal, customers will notice little if anything when this work is carried out.”


Managing Director Wim Bens poses next to the Dinalog landmark in Breda: “The campus will be an attractive environment, inviting cooperation as a matter of course.”

Building on Logistics Control

ECT’s Involvement with Dinalog ECT is currently involved with Dinalog through its ­participation in the Ultimate project but more particularly because its Director Marketing & Sales Wando Boevé is a member of the logistics institute’s executive board.


Based in Breda in the southern Netherlands, the new Dutch Institute for Advanced Logistics - Dinalog - aims to bolster the Netherlands’ leading position as gateway to Europe. Managing Director Wim Bens: “Not by trying to do more of the same, but by becoming smarter. It’s all about logistics control.” A Dinalog Campus and support for innovative projects aim to make a major contribution in this regard.

“Transport and logistics currently contribute around 42 billion euro - seven percent - to the Dutch gross national product,” says Wim Bens. “Around 39 billion euro’s comes from physical activities with wafer-thin profit margins, and only a mere three billion euro’s is earned through the high-tech support and management of logistics chains and related activities. Even though those are activities with very healthy margins.” Dinalog aims to change all that. By 2020 it’s looking to have more than tripled the current three ­billion euro’s expended on high-end logistics. “We’ll do that by lifting logistics in the Netherlands to a higher level,” says Bens. “By claiming the director’s role our country will be able to shore up its leading position in Europe.”

to boost to 40 million euro’s via other subsidy channels.” A number of projects are already right on cue. ECT is also taking part. Currently it’s participating in the Ultimate project for the organisation of efficient multimodal hinterland networks, but there’s more in the pipeline.

Dinalog Campus

Bens lists a series of visible and obvious situations where better organisation and management of transport flows can yield considerable results. “Take the A15 motorway linking Rotterdam with the rest of Europe, for example. For six hours a day it’s super busy, and for the rest of the time there’s almost nothing to do. Or the vessel in port that discharges 1800 containers as fast as humanly possible, after which the majority of the containers stand around in the terminal stack for days until a truck arrives in a hurry to come and fetch them. And how often don’t you see a truck come in with a full container only to leave again empty, while another truck does precisely the opposite? Each link in the logistics chain is trying to optimize its own processes. There’s no overarching role. The Netherlands however, has all the right qualities to take on such a task.”

At least as ambitious are Dinalog’s plans to develop a leading international logistics campus. Next to Dinalog’s current headquarters on the A16 motorway near Breda there’s ­thirteen hectares of land just waiting to be transformed. The Dinalog Campus is to become the beating heart of the logistics sector, not only in the Netherlands but also far beyond its borders. Bursting with enthusiasm, Bens shows a scale model of the planned development. “Once the campus is completely finished in 2022, there will be 5000 high-end logistics specialists working here, attracting some 400,000 visitors annually who will come to learn, to consult with one another, to gain new experiences, to work together and much more.” Total investment costs amount to 320 million euro. This year already Bens wants to make a start on ­realising the first of the planned three so-called ‘knowledge squares’. The first phase of this Dinalog Experience aims to instantly inspire visitors and to offer them every opportunity to experiment. Office buildings to house corporate R&D activities and logistics control centres are planned around the knowledge squares, says Bens. “It’s going to be a highly attractive environment, inviting those present to work together as a matter of course, leading to an acceleration in the development of logistical innovations.”

Logistical Innovation


Dinalog is working along various lines to realise its goals. One way is by stimulating applied research, investing in education and the dissemination of expertise and by ­supporting joint projects between the private sector, ­educational institutions and governing bodies aimed at logistics innovation. Funding comes from the Netherlands’ national innovation programme. “Dinalog has been given a mandate to bring the various parties in the Netherlands together and challenge them to come up with new ideas,” says Bens. “We’re working around three different themes: cross chain control centers, mainports & hubs in control and service logistics. Projects must always involve several participants and those involved must be prepared to partici­ pate ­financially. Dinalog’s contribution is consistently some 25 to at most 50 percent of the project costs. From central government we’ve been given a budget of around 25 million euro’s for the period to end-2013; a sum we’ve since managed

To start construction of the Dinalog Campus requires an investment of 50 million euro’s. Close on three quarters of that has since been made available. But Bens and his small staff aren’t pinning Dinalog’s ambitions on the campus alone. The R&D divisions of several well-known companies (transport company Jan de Rijk, DHL) have already relocated to Dinalog’s current premises. “And there will be more to follow,” says Bens. “We already organise scores of activities such as ­seminars, project group meetings and so on. What’s more, Dinalog aims to be an incubator for new, young c­ ompanies with promising initiatives. Dinalog Campus will offer them the space, but in our existing premises there’s room too. We’re here to give new logistics ideas in the Netherlands - wherever they might pop up - just that extra impetus and support.”

Smarter Organisation and Control

More information: 19

AVCT Avelgem

Stepping Stone to Paris AVCT in Avelgem is one of the extended gates in the hinterland ­network which ECT offers as part of European Gateway Services. The inland ­terminal in South-west Flanders annually handles some 35,000 TEU and serves an area which extends as far as Paris. A cross-border customs license will allow containers to travel document-free all the way from Rotterdam up to the French border in the immediate future.

“That over there,” says director Alain Zielens as he points to a bridge 200 metres up the Scheldt river, “is why we decided to build the terminal on this very spot in 1990. It is the first bridge which barges travelling up the Scheldt cannot navigate with containers stacked three-high.” Inland terminal AVCT was established on the initiative of various Rotterdambased transport companies to avoid unnecessary truck ­kilometres with full (and empty) containers and offer ­better service to shipping lines and forwarders. “In 1990, an inland terminal at roughly 200 kilometres from the ­seaport was truly visionary,” says Zielens. “The prevailing notion at the time was still that an inland terminal needed to be at least 500 kilometres from the seaport in order to be profitable.”

Empty Depot Right from the beginning, AVCT has endeavoured to be an extension of the shipping lines, explains Zielens. “We are strictly neutral, without preference to the colour of the container, and can also function as an empty depot for those same shipping lines. That is important. AVCT services an area of 250 kilometres, from the southwest of Flanders to the Paris region. The Paris-bound traffic is mainly one-way, causing a massive imbalance as hardly any laden containers come back. This however also means that the exporting industry in northern France is able to easily and cost-­ effectively source its containers from our empty depot. That saves a huge amount of empty kilometres and, in addition to being efficient, saves shipping lines a lot of money.” 20

At Least Five Times from Rotterdam Barges from Rotterdam with a maximum capacity of 156 TEU arrive at AVCT at least five times a week. Zielens: “For most deep-sea carriers, Rotterdam is the first port of call in Europe, so in terms of inbound traffic we receive 95 percent of the laden containers from Rotterdam and 5 percent of those from Antwerp. Outbound the ratio is fifty-fifty. The advantage this brings is that our barges can efficiently sail in a triangle: Rotterdam – Avelgem – Antwerp – Rotterdam.”

Buffer Function Annually, the terminal handles some 35,000 TEU; AVCT arranges the barge planning as well as part of the haulage for its customers using ten own trucks. The sailing time between Rotterdam and Avelgem is eighteen hours; to be on the safe side, 24 hours is calculated for this though due to possible waiting times at the locks during the latter part of the route. Zielens: “If so required, we offer recipients unlimited temporary storage; they can have their containers collected just-in-time. Our buffer function enables them to optimally arrange their logistics. We are always ready to spring into action: all a recipient needs to do is to give us a call in order to accelerate or postpone the collection of his container. Our official hours are from 8.00 to 19.00 hours, but de facto we offer a 24/7 service.” Misunderstandings due to language problems are unknown in Avelgem. The five people manning the office can fluently communicate in French, English or Dutch/Flemish.

Alain Zielens: “We offer unlimited temporary storage.”

Spider in the Web “Logistics is a team effort,” says Zielens. “All parties work together to make the process go smoothly. Our service area is home to various major Japanese shippers which demand of their shipping lines that they work with us. And by us, I mean the inland terminal as a concept and AVCT because of our track record. The companies blindly rely on the services and information which we provide; we are their focal point and all contacts are handled through us. We play the role of forwarder, without getting involved in tariffs by the way. We are and will continue to be completely neutral.”

Together with Willebroek AVCT collaborates a lot with TCT Belgium, ECT’s inland ­terminal situated in Willebroek, downstream on the Scheldt river. All ships to and from Avelgem also call at Willebroek, allowing for the consolidation of cargo and providing an easy solution for any empty container-related imbalance. Zielens: “For some targets groups, we also pool our marketing efforts. After all, we share the same goal: presenting ­customers with a perfect service.” Like Willebroek, Avelgem functions as an extended gate in the hinterland network which ECT offers customers as part of European Gateway Services. In that respect, a cross-border customs license will allow containers to travel document-free and completely traceable from the deep-sea terminals in Rotterdam to the inland terminals in the immediate future. “Our physical infrastructure is completely ready for this: fencing, camera surveillance, a guarded gate and permanent staffing. The EDI connection with ECT is outstanding. We are able to work with cargo lists which are 100 percent accurate. In addition, the lists are frequently updated so that we can quickly inform our customers should any changes occur.”


AVCT 1.8 ha, fully paved 240 m quay length 200 m crane rails 2 x 36-ton gantry crane 2 empty container stackers cleaning and small repair facilities 2000 m2 of warehouse space with 5 loading bays

Alain Zielens (55) has already been working at AVCT since the terminal’s inception in 1990 and has since obtained a 25-percent stake in the company. In reply to the question what the terminal will look like in ten years, he says: “Larger of course, but not too big. My flaw is that I am a perfectionist. A terminal can only offer a perfect product if its scope allows for a personal approach. All those years, we have never had a day with an average throughput. It is always about anticipating peaks and lows; flexibility and credibility are crucial in this respect. ECT is on the right path by increasingly simplifying the process for customers. I want the same.” 21

Secure Lane Rotterdam - Venlo Cargo security is becoming an increasingly important factor in the logistics chain. ECT is making a point of catering to this need – not only with ISPS-approved deep-sea and inland terminals, but also by taking extra security measures on the daily rail shuttles between Rotterdam and TCT Venlo. Each wagon has been fitted with a special security bar (see photo). With that, the complete secure lane has become reality.

Inland Terminals ISPS-Proof as well As part of its European Gateway Services ( ECT’s inland terminals are fully ISPScompliant as well. The terminals concerned are TCT Venlo, TCT Belgium in Willebroek, ACT in Amsterdam, MCT in Moerdijk and DeCeTe in Duisburg, which currently has a limited ISPS area. The other partner terminals in ECT’s inland network also meet ISPS requirements or will do so in the future.

Security Bars With the two end points of its logistics chains ISPS-proof, ECT has also started looking at the security of the freight transport in between. Since spring 2010 security bars have been mounted on all wagons used by the rail shuttles ­running three times daily between Rotterdam and TCT Venlo in the southeastern Netherlands. These bars comprise little more than a steel plate, but are very effective as they prevent the door from being opened once a container has been placed on the wagon. Shuttle trains bound for DeCeTe in Duisburg will also shortly start using these security bars.

Security Hot Topic ECT has noticed increased demand from customers shipping valuable goods for secure lanes and related services. Securing cargo against theft is a hot topic. ECT has for example also sealed an agreement with a major logistical services provider at Distripark Maasvlakte. Through subsidiary Maasvlakte Transport, ECT takes care of the transport of containers between its deep-sea terminals and the company’s warehouse, whereby truck drivers have night access via the gate so that even after hours they are able to deliver containers securely to the dock.

Track and Trace ISPS (International Ship and Port facility Security code) is the international valid code for securing vessels and ports against terrorist attacks and other such hazards. It goes without saying that ECT, too, has set up and organized its deep-sea terminals in accordance with the ISPS regulations. In short that means a hermetically sealed, fenced and videomonitored environment where both cargo flows and people are under complete surveillance. In this process the Cargo Card plays an important role.


Step by step the logistics chain is in this way becoming increasingly more secure. ECT’s next initiative on behalf of its European Gateway Services customers is track & trace for their cargoes. Via internet, customers can already see online on various routes (Rotterdam - Venlo/ Duisburg/ Willebroek) whether a particular container is located at the deep-sea terminal, is underway or has been delivered to the inland terminal. ECT plans to roll out this service further over the coming period.

ME AND MY VESSEL Mykola Los is a happy man. The Ukrainian captain is currently taking the CSCL Star on her maiden voyage between Asia and Europe. More than 30 years ago, his first appointment as master was aboard a ship with a capacity of 300 TEU. Now, he is at the helm of the latest addition to the fleet of China Shipping Container Lines. With her capacity of 14,100 TEU the CSCL Star is currently the second-largest vessel in the world. “And if it is up to me, I will arrive in Rotterdam as master of an 18,000-TEU vessel in a few years’ time.”

Most exciting experience at sea? “It is important to understand that work at sea isn’t romantic. It is a hard, responsible and dangerous job. I was fortunate that I had a good teacher when I was first appointed master.” Why is captain the best job in the world? “I like my job, I am a happy man.” Laughing, he points to the text on his key ring: ‘Nobody is perfect… except the captain’. “But seriously though, master is a position of great responsibility. I have a lot of experience which I very much like to pass on to my crew.

We have a small training centre aboard and in addition to the regular crew we also have six cadets.” If I want to brag about this vessel, I say... “The CSCL Star is a heavy, but nice lady. We commissioned her on the 15th of January 2011. She is the first of eight ships of this size for China Shipping. The main difference with previous vessels is that the bridge and accommodations have been separated from the engine room. We no longer feel the vibrations of the engines. Compared to earlier, smaller vessels manoeuvring

CSCL Star Flag Hong Kong Length 366 metres width 51 metres TEU-capacity 14,100 Crew 19 + 6 cadets Loop Shanghai - Ningbo - Yantian Felixstowe - Hamburg - Rotterdam Hong Kong - Shanghai.

is not more difficult, although it is of course different. Like switching from riding a motorbike to driving a car.” Nicest aspects of Rotterdam? “The pilots here have very good equip­ ment. I have not yet seen the portable unit they use here in any other port. Apart from that, one needs to wonder whether ships of this size should not have two pilots. As far as I am concerned, Rotterdam should stop the deployment of mooring boats; this is outdated, unsafe and unnecessary.” Strong points of ECT? “I cannot remember ever having any complaints. ECT offers a high service level. You do not see automated opera­ tions of this kind in any other port.”


Sustainable ECT Examples of ECT’s Initiatives for Sustainable Entrepreneurship

Route from Rotterdam ACT Amsterdam by barge MCT Moerdijk by barge MCT Moerdijk by train TCT Venlo by barge TCT Venlo by train AVCT Avelgem by barge TCT Belgium by barge LCT Liège by barge DeCeTe Duisburg by barge DeCeTe Duisburg by train Source: CE Delft

Serious CO2 Reduction Through European Gateway Services, ECT customers can bene­fit from highly frequent, efficient, reliable and ­sustainable rail and barge connections between Rotterdam and a large number of inland terminals which function as extended gates. Compared to road transport, opting for rail and inland ­shipping offers companies a serious reduction in their carbon footprint. For the various inland routes, ECT has calculated as accurately as possible just how much these savings amount to, without any window dressing. The CO2 savings ensuing from the use of rail and inland shipping are in relation to the average consumption of a truck of one litre of diesel per kilometre whilst transporting a 15-tonne container.


To compensate for ten kilos of CO2, a tree needs to grow for almost a year in the Netherlands. This quickly adds up. A company which each week transports one container by barge from Rotterdam to TCT Belgium annually saves 52 x 153 kg = 7956 kg of CO2. To offset this differently, nearly 800 trees in the Netherlands would need to grow for a year. 8000 kilos of CO2 also equals circumnavigating the globe in a passenger car.

More information at

CO2 savings per container 117 kg 74 kg 91 kg 230 kg 286 kg 240 kg 153 kg 246 kg 284 kg 346 kg

ECT FastForward Issue 50  
ECT FastForward Issue 50  

ECT FastForward Issue 50