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special Rot terda m container port A varied impression of how the Port of Rotterdam anticipates the near and distant future JUNE 2010

More MSC calls in Rotterdam The energy of collaboration bunker paradise Rotterdam


colophon Port Special is a business-tobusiness publication of the Port of Rotterdam Authority. Please contact our Marketing Communication Department with any questions or suggestions you may have regarding the contents. Copy Rob Wilken (editor-in-chief), Rob Schoemaker Translation Dean Harte, Niall Martin Photography Eric Bakker, Freek van Arkel Layout Smidswater Printing Nieuwsblad Transport Chief editor Port of Rotterdam Chantal Gouka


link in various global supply chains. The primary concern of the shipper in China or the consignee in Germany is not how a container gets from the ship

Rotterdam is explicitly continuing its efforts to

to the quay, but how his cargo can consistently,

further build out capacity and quality. The construc-

efficiently and reliably be delivered to the front door

tion of Maasvlakte 2 - our new port and industrial

of the distribution centre or manufacturing plant on

area in the North Sea - is right on schedule. With

time. What matters is therefore not just whether we

that, our customers can rest assured that they will

perform optimally as a port, but rather how we

have all the space they need for many decades to

manifest ourselves in European networks and

come. The port is definitely on course to handle 30

especially manage to demonstrate our added value

million TEU in 2035, 3 times more than in 2009!

in this respect. Rotterdam needs to be an integral part of these networks. We will strongly invest in

Just as important as sufficient space is the

this in the coming years, for example through even

accessibility of the port. We fully realise that all

more cooperation with hinterland hubs and / or own

those containers will only come to our port if we

investments. That by the way goes far beyond

continue to be fully accessible, both on the sea

physical space or connections. Equally as impor-

side and the landside. The imminent doubling of

tant is a further quality boost in terms of processes

the capacity of the A15 motorway in the port and

and data exchange. The Port Community System

the setting up of a traffic management company

of Portbase and the rail information system SPIN

are major steps to that extent. Our efforts however

of Keyrail are excellent tools for this.

are first and foremost geared to a substantial growth in terms of sustainable transport. As far as

This second edition of the Container Special shows

we are concerned, inland shipping and rail

how we are working on all fronts to ensure a

transport will be the modes of transport of the

successful future for Rotterdam Container Port and

future. That is our main focal point, backed by, of

our customers. A port which, through its capacity,

course, the excellent infrastructure of the rivers

quality and networks, constitutes the best route to

Rhine and Maas and the direct Betuweroute

and from Europe - now more than ever.

freight-only railway line to Germany. Emile Hoogsteden We are also fully aware of the fact that Rotterdam

Director Containers Breakbulk and Logistics,

cannot do things alone. The port is just one single

Port of Rotterdam Authority

Port of Rotterdam Authority The aim of the Port of Rotterdam Authority is to enhance the port of Rotterdam’s competitive position as a logistics hub and world-class industrial complex. Not only in terms of size, but also quality. The core tasks of the Port Authority are to develop, manage and run the port in a sustainable way and to maintain a speedy and safe service for shipping. Facts and figures for the Port Authority and the port of Rotterdam: Port Authority: 1200 employees, turnover approx. 500 million euro. Port area: approx. 26,000 acres (12,500 acres of which commercial sites, 13,500 acres water and rail lines, roads and pipeline zones).The port will be extended by Maasvlakte 2 with 20%. The length of the port area is approx. 40 km. Direct employment: over 90,000 jobs. Goods throughput: 400 million tonnes of goods a year. Shipping: approx. 33,000 ocean-going vessels and 110,000 inland vessels per annum. No rights can be derived from this publication For more information: P.O.Box 6622, 3002 AP Rotterdam, The Netherlands T +31 (0)10 2521010 F +31 (0)10 2521020 E



04 Even an ultra large container carrier is easily able to enter a busy port such as Rotterdam every time.

08 We transport as much as possible by rail and inland shipping.

14 In the end it will be the most advanced and best terminal in Europe.

04 In and out in no time 06 More MSC calls in Rotterdam 07 Economies of scale in the empties business 08 Kuehne + Nagel opts for modal shift 10 Creatively and innovatively combating traffic jams!

12 Russian specialist through and through 13 Host with authority 14 European A-location for “K” Line 16 Rotterdam, the European Connectivity Hub 19 The energy of collaboration 20 The Rotterdam - Duisburg connection 22 Samskip’s hub is located in Rotterdam 24 Rockwool strengthens grip on export cargo 26 Maasvlakte 2 taking shape 28 Old paper:

from waste material to valuable commodity

30 Bunker Paradise Rotterdam 30 The price and quality of bunkering make Rotterdam an even more attractive container port.



In and out in Even an ultra large container carrier (ULCC) like the MSC Beatrice is easily able to enter a busy port such as Rotterdam every time. Captain Michele Russo: “The ECT Delta Terminal is just around the corner, so to speak. We’re in and out of the port in no time.”

Throughout his long career Italian captain Michele


and boatmen that the

vibration. “You’re right,”

Russo (61) has always been an eager visitor to

Eight miles offshore

MSC Beatrice will

says Russo proudly.

Rotterdam port. “The nautical facilities are top of

Captain Russo

reach the harbour

“But it can happen that

the bill - there are no locks, no limits on draught

welcomes pilot Arno

mouth in just over half

because of the MSC

and the ECT Delta Terminal is situated right on

van der Moer on board.

an hour.

Beatrice’s exceptional

the North Sea. We’re in and out in no time. Even

The two are quickly

large vessels have all the room they need to

agreed that the


manoeuvre.” The MSC Beatrice is certainly big -

favourable weather

“How quiet this is!”

vessels sometimes

it measures 366 metres in length and boasts a

conditions mean the

the pilot remarks. The

misjudge how long my

maximum capacity of 13,798 TEU. Because of the

MSC Beatrice can do

Beatrice glides through

ship actually is.”

ship’s size, the deckhouse of the MSC Beatrice

with just a single tug.

the water. Because the

has been separated from the engine room and

The pilot checks with

engine room is situated


moved forward. This innovative solution increases

the terminal whether

more than 150 metres

Russo reports that his

container capacity as well as improving the vessel’s

the berth is free and

behind the bridge,

men are standing by for


informs the tug service

there’s no hint of

the arrival of the tug.

design with the bridge to the front, oncoming



no time MSC Beatrice Length: 366 metres, width 51 metres, draught 15 metres, capacity 13,798 TEU of which

At the harbour mouth


the big vessel moves

1000 reefer connections,

the Kotug Seal latches

Captain Russo takes

snug alongside the

crew 21.

on from behind.

over the steering via



the bow thrusters on an outside console.


The MSC Beatrice

Slowly the MSC

The MSC Beatrice has

turns along the ideal

Beatrice moves

been moored. Shortly

angle for entering the

alongside its berth at

afterwards the first

Beer Canal and a little

the ECT Delta Dedi-

containers are already

later smoothly takes

cated North Terminal.

being taken off the

the sharp turn into the

The boatmen neatly

ship. And also a bunker

Europa Harbour.

moor the vessel from

vessel moves into view,

their tiny boats, the tug

because of course

Kotug Seal pushes

Rotterdam is the place

from the side. Slowly

for bunkering.

11.55 Dead slow


shipping line, we time and again surprise ports in all trades with vessel types which they have not previously received before. MSC often operates anti-cyclical in this respect. Where other shipping lines might see obstacles, MSC always thinks in

More MSC calls in Rotterdam The no. 2 shipping line in the world, MSC, is currently expanding its number of calls to Rotterdam from two to seven per week. Managing Director Theo van Ravesteyn of the shipping line’s Rotterdam office on the Westblaak: “We expect that in the future, even more MSC vessels will call at the port.”

terms of opportunities. That by the way also applies to us as a shipping line office.”

Mo r e v ess e l s

Van Ravesteyn and his staff of approximately 220 are the face of MSC for the Dutch market. For years, all sea-going vessels would moor in Antwerp and the containers would be moved to and from the Netherlands by rail, inland shipping or truck. Since a number of years, Rotterdam however has had two direct calls as well. “This made new demands on us as a shipping line office. We are now also responsible for the handling of the sea-going vessel: coordinating with the stevedoring company, submitting discharge/loading lists etc.” These tasks

MSC opened its shipping line office on the

will further increase in the coming period as MSC

Westblaak 25 years ago. Van Ravesteyn has been

is to extend the number of calls at Rotterdam to

around from the very start. “Back then, who would

seven a week. “In addition to a Far East and South

have expected that ships in advance of 10,000

America service, we will now also add two more

TEU would be sailing the world seas?” MSC from

Far East services, a South Africa service and a

Switzerland is itself one of the leading exponents

Mediterranean service; furthermore, there will be

of that scale increase (also see pages 4 - 5, ed.)

a feeder connection to Liverpool and Ireland.”

“After all, it’s the costs per nautical mile per TEU -

According to Van Ravesteyn, there is more to

per slot - that matter. As a wholly independent

come. “We expect that in the future, even more MSC ships will call at Rotterdam.” The reasons for this are clear. “The own MSC terminal in Antwerp is doing an outstanding job, but is filled to capacity. As a result, Rotterdam is now more significantly entering the picture. From a nautical perspective, the port is of course perfectly equipped for big ships and can offer the capacity which we require.”

Pe rs o n a l at te nti o n

Despite all the scale increases and growing activities, MSC is explicitly holding on to an own approach which perhaps is typical for a familyowned company. “MSC feels very strongly about personal attention,” explains Van Ravesteyn. “We still have quite a few people on the road who visit customers. We consider this personal touch very important.” Nothing has really changed in 25 years in that sense, notes the Managing Director. “But of course, it is impossible to imagine life today without automation. Otherwise, we would definitely need much more staff to handle our current turnover. Nowadays, the container industry is part of a process industry called supply chain. As MSC in the Netherlands, we have fully adapted to this.”



Autom ati o n fi rst

UWT’s services provision in the Waal/Eemhaven is for the most part concentrated on one of the long piers. High-rise stacks of empty containers flank the road - the Bunschotenweg - on either side. “Altogether we hold a constant 30,000 containers at UWT for a total of 31 different shipping lines, and carry out more than 2000 movements daily,” explain Gordijn and Overdevest. In the empty container business, as elsewhere, automation plays a key role. Transport companies and their truck drivers are all familiar with electronic pre-notification procedures and use the Cargo Card. “By means of EDI-reports we’re able to give the shipping companies continuous insight into their stocks, differentiated according to type, etcetera.” What’s more, as part of a general redevelopment of the area there are plans to build a central automated gate at the beginning of the pier.

Economies of sca l e i n t he e mp t ies busi n ess Two Rotterdam-based entrepreneurs have merged their empty container depot activities within a new company. As of January 1 2010, United Waalhaven Terminals can offer the market economies of scale, efficiency, flexibility and cost leadership. In the vision of the new company the Waal/Eemhaven is ideally situated to function as a empty container hub.

“That way we can further speed up the turnaroundtime of drivers and their vehicles.”

I n l a n d s h i ppi n g a s a d d e d be n e fit

UWT exploits the fact that it is situated directly on the water to maximum advantage. Around 50 percent of departing empties and some 20 percent of those arriving are transported by inland barge. Gordijn and Overdevest see this as a serious growth area. The strategic situation of the empty depots in the Waal/ Eemhaven relative to the Maasvlakte is a major contributing factor for this. Delivering and picking up empty containers at UWT by barge obviates the need for innumerable truck journeys via the A15 through the port. That’s an important advantage - particularly in view of the construction works that are about to start on the motorway. “The Waal/Eemhaven is

PHoto Jan

Overdevest (l) and John Gordijn: “Delivering and picking up empty containers at UWT by barge obviates the need for innumerable truck journeys via the A15.”

ideally situated as a hub. We’re looking to further expand that role for both the existing Maasvlakte and the future Maasvlakte 2.” Not only for empties, but also for laden containers, Overdevest hastens to add on behalf of his own Waalhaven Group.

Through their new joint venture United Waalhaven Terminals - UWT - entrepreneurs John Gordijn (ECB Group) and Jan Overdevest (Waalhaven

S e pa r ate d e p ot fo r ta n k co nta i n e rs

Group) are able to offer the market 36 hectares of

As a way of further extending their services provi-

port sites entirely dedicated to all activities related

sion, Gordijn en Overdevest started a separate

to empty containers. The heart of the company’s

empties depot for tank containers in May 2010,

operations is situated in the Waal/Eemhaven, close

together with Abicon. This United Waalhaven Tank

to the city, directly on the water and nearby all

Terminal is situated in the Botlek area and offers the

major roads. “By combining forces we have created

full range of specialised services centred on this

an economy of scale and consequently boosted

type of container. “Until now we weren’t able to offer

efficiency, flexibility and cost leadership in serving

this form of specialisation. With our new depot in the

our clients, the shipping lines. We’re now the

Botlek we’re situated at the heart of the chemicals

biggest player in the port to offer empty depot

industry and that puts us in a position to offer this


sector real added value as well.”


Kuehne + Nagel opts for modal shift Kuehne + Nagel is one of the world’s top three global logistics providers. A transported volume of 2.6 million TEU in 2009, makes it the market leader in sea-freight. At its Swiss headquarters, Executive Vice President Sea & Air Logistics Peter Ulber explains what drives his company. “Our strategy is to boost the percentage of cargo we control ourselves and to transport as much as possible by rail and inland shipping.”

“For some 500,000 TEU of our maritime containers

Kuehne + Nagel’s early initiatives in this regard

we organise the overland transport in Europe

is the daily container shuttle between Rotterdam

ourselves,” says Kuehne + Nagel’s Peter Ulber.

and Enns in Austria, the Blue Anchor Express.

A figure that equates to some 70 percent of the

“We were looking for a solution for the transport

total sea-freight volume handled by the forwarder

of large volumes to and from land-locked Austria,”

in this part of the world. The remaining 30 percent

Ulber explains. “Enns is our hub for all the

is organised by the deep-sea carriers. “Our aim is

important Austrian economic centres.”

to further boost the percentage of cargo we control ourselves.” The freight forwarder has clear reasons for this. “Because we’re completely neutral, we’re

Rot te r da m n r . 1

in a position to always choose the best route

That the rail link terminates in Rotterdam looks to

for our clients. We are also the first to know the

be more than coincidence. Ulber: “Although we’re

cargo’s final destination. The earlier you’re given

port neutral, Rotterdam does represent one of our

such information, the better placed you are to

most important ports in North Western Europe.

make optimal use of equipment.” And that in turn

Our volumes are big enough however to work via

generates both cost and environmental advantages,

all the other ports as well.” For Kuehne + Nagel

Ulber indicates. “The ultimate goal of our European

Rotterdam plays an especially important role for

intermodal department is to match import and

cargoes to and from Germany, Austria and

export with one another as much as possible.

Switzerland and the Netherlands itself, of course.

That’s the best all round. Scale certainly plays a

Ulber lists the positive points of Rotterdam as the

role in this; it’s then that you can really optimise

port’s location, the river Rhine, the freight-only


Betuweroute rail link to Germany and the investments that are done in the port with regard to

Ow n tr a i n to Rot te r da m

new terminals and technology, such as Portbase’s Port Community System. Ulber can still see room

Forty percent of the maritime containers controlled

for improvement though: “It would be good if there

by Kuehne + Nagel in Europe are currently

were to be a single neutral terminal for handling

transported by rail (200,000 TEU) or inland barge

and compiling trains.”

(40,000 - 45,000 TEU). Ulber: “Here, too, we’re looking to grow that percentage further. We’re aiming to transport as much as possible by rail and

Co ntr i bu ti o n s to mo da l s h i f t

barge. Of course it holds true that the greater the

Kuehne + Nagel’s Executive Vice President in

distance to travel, the more attractive it becomes,

charge of sea-freight would definitely also like to

but even for 300 - 400 kilometres intermodal

contribute to the modal shift Rotterdam so badly

transport is already a viable option.” One of

wants to make: away from road transport to inland



“Each day the Blue Anchor Express connects Rotterdam with Austria”

shipping and rail. “The goal the port is aiming for,

exchange it’s still possible to make a lot of

makes absolute sense.” At the same time Ulber


believes that in moving towards this, too much attention is being paid to the terminals and deep-sea carriers. “After all, we as freight forwarder

P ow e r o f IT

are best positioned to make a difference when it

For a further optimisation of the logistics chain,

comes to transport choices. Our clients leave that

Ulber believes wholeheartedly in the power of IT.

to us. For them the main thing is that the cargo is

“However, there’s still a lot to do,” he says.

delivered to their door at the pre-arranged time.”

“Significant parts of air-freight shipments result from the fact that somewhere in the supply chain

In general Ulber would very much like to see

something went wrong.”

greater consultation between parties in the

Peter Ulber Executive Vice President Sea & Air Logistics Member of the Management Board of Kuehne + Nagel International AG

logistics chain that traditionally have no direct

Booking cargoes via internet for example is still at

relations with one another. As an example, he

an embryonic stage. New developments however

points to the deep-sea terminals, the natural

are expected in the future. Kuehne + Nagel aims

contract partners of the deep-sea carriers. “In

to extend its involvement. Ulber: “In order to be

the majority of cases we’re the ones however who

successful in booking via internet, you need to

know where the containers are going when they

have a good infrastructure. The lack of such an

leave the terminals. If we could exchange this

infrastructure is probably the reason why various

information with them, then we could prevent the

start-ups failed. It’s all about transparency and

terminals unnecessary shifting containers up to

reliability. You have to deliver according to what

maybe three or four times. Through better data

has been agreed.”


Creatively and innovatively combating traffic jams! Rotterdam is doubling the capacity of the A15 motorway which runs right through the port. From 2015, all traffic will have ample extra space here. Prior to that, a lot of work however still needs to be done on and around the road. De Verkeersonderneming (‘Transport Company’) aims to creatively and innovatively make sure that traffic will continue to flow smoothly during the reconstruction as well. Director Laurens Schrijnen: “Our goal is to reduce rush-hour traffic by twenty percent in the coming years.”

From the Maasvlakte on the North Sea to the

Su pe r- e ffi c i e nt i n c i d e nt m a n ag e m e nt

Vaanplein 30 kilometres inland, the A15 motorway

De Verkeersonderneming has by now already put

will from early 2011 undergo a metamorphosis.

in motion - and achieved - quite some things. “In

Additional lanes, rush-hour lanes and a new Botlek

terms of traffic management, the A15 motorway

Bridge must ensure that this lifeline of the port

and the adjoining N15 motorway now have a super-

can accommodate twice as much traffic in 2015.

efficient incident management system. After an

“The Directorate-General of Public Works and

accident, it on average takes 50 minutes to clear

Water Management (Rijkswaterstaat in Dutch) is

the road again while in the past this took three to

currently in the process of putting out to tender the

four hours. Rijkswaterstaat in addition wants to

construction contract,” says Schrijnen, “including

reduce this by another 25 percent in 2015.”Another

the maintenance contract for a period of 25 years.”

example which Schrijnen cites is the improved

Each half of the contract is worth 1.5 billion euros.

height detection around the Botlek Tunnel. All too

Contractors are bidding for a DBFM contract

often, the traffic lights unnecessarily changed to

(Design, Build, Finance, Maintenance) in which

red here. That has now been improved, while at the

they can offer a maximum degree of own input.

same time the real offenders are being warned

“One of the main preconditions of Rijkswaterstaat

more effectively. “On both sides of the tunnel, we

is that the work causes as little traffic disruption as

have installed video screens at the approaches

possible. During rush hour, all the lanes and the

where a truck driver can see a life-size image of

hard shoulder must still be fully available at all

his truck if it is too high. That seems to work. We

times. If this is not the case, then a hefty fine will

by the way are also planning to address trucks

be imposed.”

which are too heavily loaded. They constitute a potential threat in terms of road safety and any

E n sur i n g o p ti m a l acc ess

Keeping the port optimally accessible nonetheless

disruption may lead to congestion; something which we explicitly want to avoid. In many ways, we try to prevent accidents from occurring in the first place.”

remains a major challenge. This is why Rijkswaterstaat, the Port of Rotterdam Authority and the Municipality and City Region of Rotterdam jointly

At th e CEO l e v e l

established De Verkeersonderneming in 2008.

Even more substantial are the initiatives of De

Schrijnen: “Through traffic and mobility manage-

Verkeersonderneming in terms of mobility manage-

ment, we want to ensure that traffic on the A15

ment. Twenty percent of all traffic needs to be taken

motorway - currently 25,000 trucks and 100,000

off the A15 motorway during rush hour. Schrijnen:

passenger cars a day - continues to flow as

“We have raised this issue at the CEO level among

smoothly as possible in the coming years. To

all the companies west of the Benelux Tunnel. It’s

achieve that, we are not playing chess on 64 fields

their problem, but not their profession. We offer our

- we are playing on 64 boards at once!”

expertise to ensure that they remain optimally



accessible. There are many ways to achieve this: collective company transport, organising the work differently, encouraging bicycle usage, more waterborne transport, etc.” By now, De Verkeers-

“We offer our expertise to ensure that companies remain optimally accessible”

onderneming has established a substantial number of best practices: “The Rotterdam Car Terminal for example used to start loading their car trailers at 04.30 in the morning. Once the job was done, the drivers would be caught in traffic. Now, the loading takes place in the evening and at night. The driver of the car trailer can immediately depart at 04.30 a.m.”

H ote l At Wo r k

De Verkeersonderneming is also one of the driving forces behind the Hotel at Work which was established at the Maasvlakte in early 2010 and which can grow to a maximum of 2500 beds. The potential impact of the hotel in terms of reducing traffic on the A15 is obvious to Schrijnen. “In addition to the regular 25,000 to 30,000 employees in the port area to the west of the Benelux Tunnel, there are currently about 8000 extra people working here.” The director is referring to the construction workers for a large number of new projects in the energy sector and chemical industry, maintenance contractors and, of course, the people who are involved in the construction of Maasvlakte 2. “It makes a huge difference if some of them do not drive back and forth over the A15 each day but spend the night close to work.”

S pitsS co r e n proj ec t

Especially to reduce passenger traffic on the A15 motorway, the project SpitsScoren has been initiated. 1850 people who use the A15 on a daily basis during rush hour have registered as participants. Each time they opt for a different time or a different mode of transport, they receive five euros. Prior to the project, Schrijnen detected a great deal of scepticism. “Supposedly, there were no good alternatives to the car and the fixed shift times of the companies would also constitute an obstacle. 650 people are however now making a different choice every day. And they are really not just doing it for those five euros. What mainly matters to them is the time they can save.”

Ta s k fo r th e bus i n ess com m u n it y

De Verkeersonderneming as such is full of ideas, plans and ambitions. “A lot can still be gained,” concludes Schrijnen, “especially by the companies themselves, for example by adjusting their own processes. The A15 motorway is now only fully used for 40 hours out of the 168 hours in a week. The 24-hour economy is still far from reality on the landside.”


don’t tell the whole story. After a bumper 2008, when Fesco ESF transported 150,000 TEU, the feeder and shortsea operator saw its container volumes fall by around 40 percent in 2009. Alongside the global economic malaise, the weak

Russian specialist through and through Fesco ESF is a real specialist on Russia. The core business of this feeder and shortsea operator is providing efficient sea-connections between Northwestern Europe and St Petersburg. Via the Fesco Group it has a strong foothold there for terminal access and the ongoing transport of containers by rail deep into the Russian hinterland. Rotterdam is its most important port at the other end.

rouble was a major factor Fesco ESF had to contend with. Van Dijken: “Luckily the market has meanwhile started to pick up again. In March 2010 we transported three times as much as a year earlier, although it must be said that March 2009 was a very bad month. Future prospects look good, although it’s too early yet for definitive conclusions.” Fesco ESF currently operates a single weekly service out of Rotterdam. The vessels of over 1200 TEU carry some 40 percent shortsea cargo and 60 percent feeder containers.

Pro d u c t d e v e lo pm e nt

In some ways the economic crisis has had a positive effect. Fesco ESF used the time constructively, developing new products geared to Southern Europe, particularly Spain and Italy. Using Rotterdam as a hub, the shipping line can now also offer the Spain - St Petersburg route. “And we’ve realised a rail link to Italy, that has since generated a monthly goods flow of 200 TEU via Rotterdam to Russia,” Van Dijken says.

Fo oth o l d i n St Pe te rs burg

St Petersburg is the gateway to Russia. “Of course there are alternatives,” Van Dijken explains, “for example by using other Russian ports or those in Finland.” St Petersburg, however, is expected to

“In 2008, around 38 percent of our containers were

remain the central hub. The General Manager is

shipped via Rotterdam and in 2009 that even rose

curious as to how the situation there is likely to

to 45 percent,” says General Manager Erik van

develop now that the market has started to pick up

Dijken of Fesco ESF. As such, the importance of

once more. “In 2008 the container terminals in St

Rotterdam for Fesco ESF relative to its other ports

Petersburg were full to bursting. Last year, due to

of call in Northwestern Europe (Hamburg, Antwerp

the economic crisis the circumstances had

and Zeebrugge) has increased. But the statistics

obviously changed and anyone bringing containers was welcome. But once the terminals start filling up again due to the buoyant market conditions, we’ll see which shipping lines have been able to forge the best agreements.” Van Dijken is confident that Fesco ESF in particular will prove to have top credentials. “Parent company Fesco Group owns a 50 percent stake in the FCT container terminal in St Petersburg. And what’s more, it’s a major player in the Russian rail sector. In effect we can offer our customers the entire logistics chain: we pick up the cargo at their front door, then transport the containers on board our own vessel to our fixed terminal in St Petersburg from which they can travel on to their final destination by rail - and vice versa, of course.”



“We’ll soon be opening a new vessel traffic centre in the Botlek. And the Harbour Master Management Information System, which incorporates state-ofthe-art technology in the area of port ICT, is also currently being upgraded.”

L ess r e d ta pe

It’s a necessary investment. In the aftermath of the economic crisis the number of vessels calling at Rotterdam port has picked up sharply to more than 34,000 ocean-going vessels. Once Maasvlakte 2 is taken into operation in 2013, Rotterdam must be ready to cope with further increased activity, particularly in the port’s western area. De Vries: “Information exchange and planning are key elements: traffic planning, but also inspections planning. It’s not only a case of vessels mooring alongside the quay safely and on time, the inspection duties must dovetail seamlessly with

Host with authorit y Since March 1 2010, René de Vries has been the new Harbour Master in Rotterdam port. As such he’s responsible for the fast, safe, secure and clean handling of Rotterdam’s shipping traffic. Safety is always the top priority, but the Harbour Master is also developing initiatives on all other fronts to ensure a smooth visit for every vessel calling at Rotterdam port. PHoto René

de Vries (State) Harbour Master of Rotterdam

their schedules so that ships don’t run into unnecessary delays.” No less than 23 different inspection services operate in Rotterdam port, such as the Customs Authorities, the Food and Consumer Product Safety Authority, the Harbour Police and so on. De Vries: “In the past that sometimes used to result in a parade of inspectors on the gangway. That’s why an agreement has since been forged to reduce the burden of supervision. Where possible, the one service will take over the work of another. Customs coordinates everything related to cargo, and we coordinate all the services related to the vessel. The result: less red tape and more customerfriendly inspections, without any concessions to safety. Risk-oriented supervision should also be

“The best job in the Netherlands.” Seldom were

seen in this light: shipping companies that have

these words spoken with more conviction than by

organised their affairs properly need not be

the new (State) Harbour Master of Rotterdam,

bothered unnecessarily by inspections. One’s

René de Vries. De Vries, 50, has been working for

reputation helps. But ships that don’t always take

the Port of Rotterdam Authority since 1982 and

due care with regard to safety can expect frequent

throughout his career has got to know every nook

inspections.” Mind you, says De Vries, “as Harbour

and cranny of the port organisation and the

Master I’m a host with authority. Everyone is

harbour. De Vries: “The legacy I’ve inherited from

welcome, but they have to keep to our rules.

my predecessor Jaap Lems is a port with a

Otherwise we will not hesitate to act, safety comes

fantastic nautical reputation and great accessibility.

before anything else.”

The efficient handling of shipping traffic is due in part to the close cooperation between pilots, boatmen and tug services.”

Susta i n a b i l it y

The Harbour Master (and his 500 or so colleagues)

When it comes to sustainability, the Harbour

can further rely on eight patrol vessels (“my eyes

Master’s office also plays its part. “All our patrol

and ears”) and an advanced Traffic Management

vessels run on low sulphur fuel and will shortly be

System that is continually being updated. De Vries:

equipped with an exhaust purification installation. And we’ll certainly cut emissions by constraining inland vessels to use on-shore power supply where possible. That too is a step forwards in reducing the carbon footprint of the world’s cargo flows.”


European A-location for “K” Line Together with the three other shipping lines which make up CKYH - the Green Alliance, “K” Line from Japan is a partner in ECT’s new Euromax terminal at the Maasvlakte. Fer Penders, Managing Director of “K” Line Netherlands, has high expectations. “It takes time to establish such a state-of-the-art operation, but in the end it will be the most advanced and best terminal in Europe.” PHoto “The

Euromax Terminal assures of secured berths and ample capacity for the future.”



“There are quite some differences between the

Pro E x te n d e d Gate

various ports in North-west Europe. From a

“K” Line definitely also sees the potential of using

nautical point of view, Rotterdam however really is

Extended Gates in the hinterland of Rotterdam. “A

the best address,” says Fer Penders in no uncer-

deep-sea vessel discharges between 2000 - 4000

tain terms. “In just an hour, a vessel from the North

containers here in the port. Let’s say 50 percent is

Sea can be moored along the quay. Add to this the

destined for the Netherlands, Belgium and the

top-of-the-line services provided by tugs, pilots and

German Ruhr area. What could be better than

boatmen and you really have an A-location, also in

putting these boxes aboard push barges directly

relation to the European hinterland.” For “K” Line,

after they have been discharged at the deep-sea

the decision to increasingly focus on Rotterdam is

terminal, moving them directly to an Extended Gate

therefore only logical. Especially now that it is a

such as Moerdijk (an inland port, ± 60 km from Rot-

partner in ECT’s new Euromax Terminal at the

terdam, ed) and from there arrange the further

Maasvlakte together with the other shipping lines in

distribution?” With this, Penders also means to

CKYH - the Green Alliance (COSCO, Yang Ming,

indicate that “K” Line enthusiastically supports the

Hanjin). “It assures us of secured berths and

modal shift which the Port of Rotterdam Authority

ample capacity for the future in Europe’s leading

wants to bring about. He does however warn

port.” As a result, Rotterdam’s hub function is

against taking this challenge too lightly though. “It

noticeably increasing. It is the only port in Europe

is important to note that the container volumes are

which is served by all five of the Far East services

growing as rapidly again as before the economic

of the alliance. In the eyes of Penders, the

crisis. We therefore cannot expect that overall truck

Euromax Terminal has everything it takes to

transport will decrease. Road transport is a

become a success. “It takes time to establish such

substantial part of our modal split and will continue

a state-of-the-art operation, but in the end it will be

to be so.” However, Penders does see possibilities

the most advanced and best terminal in Europe.”

for a Container Transferium to the east of Rotterdam. “To relieve the pressure on the A15 motorway

Co n s o l i dati o n o f tr a n s h i pm e nt

in the port, there are studies to cluster road transport containers before entering Rotterdam,

With the Euromax Terminal as its basis, “K” Line

after which barge shuttles will take them to and fro

aims to increasingly consolidate its transhipment

the Euromax Terminal. We definitely support these

volumes - also for the ScanBaltic - in Rotterdam.

kinds of initiatives.”

Penders: “We believe that a further consolidation of our transhipment in Rotterdam will additionally benefit our service levels to customers. Important

Auth o r is e d Eco n om i c O pe r ato r

to note is that Rotterdam must of course remain

No matter what, quality is paramount to “K” Line.

supportive in terms of opening its port by all means

Penders: “Since August 2009, we as “K” Line

to this strategy. Another important connotation is

Netherlands have been AEO certified in Rotterdam.

that the interests of our customers always come

This certification for Authorised Economic Operator


is now sturdily spreading throughout our global organisation.” To qualify for this customs status,

Sta rti n g p o i nt Be tuw e ro u te

“This alone is definitely already valuable in terms

for the land transport of containers across the

of operational management.” Furthermore, the

European continent. “The Euromax Terminal in fact

AEO status holds tangible benefits as well. “Our

constitutes the starting point and terminus of the

guarantee at Customs has been reduced to zero.

Betuweroute, the freight-only railway line between

Customs now officially look at us as a reliable

Rotterdam and Germany. We are therefore aiming

partner. We for example hope to also see this

to further develop this mode of transportation. The

reflected in fewer scan inspections. Moreover, the

Euromax Terminal has an advanced on-dock rail

AEO status of course is a quality standard for our

terminal where six trains can be handled side by


side.” Pender however does have a critical note to

that a further consolidation

to launch a new rail service, we observe time

Rotterdam will additionally benefit our service levels to customers.”

from personnel to security and procedures, etc.

Rotterdam is also perfectly situated and equipped

Fer Penders Managing Director of “K” Line Netherlands: “We believe of our transhipment in

Penders needed to screen his entire organisation,

add as well. “The rail product is still not as flexible as it should be. If a rail operator for example wants consuming procedures to obtain the desired time slot.”


Rotterdam, the European Connectivit y Hub An optimally accessible Europe: to make the port even more distinguishing in the future, the Port of Rotterdam Authority is developing an ambitious rail and inland shipping programme aimed at further profiling Rotterdam as the European Connectivity Hub. The market is more than welcome to participate.

For Rotterdam, rail and inland shipping are the main hinterland modalities of the future. With the constant increase in container volumes, they are ideal for ensuring that in addition to the important Dutch market, the European market remains optimally accessible as well. Both modes of transport also fit in perfectly with Rotterdam’s sustainability strategy. The port’s starting position is good: The dedicated Betuweroute freight-only railway line offers Rotterdam a direct connection with Germany, from where cargo can be moved further into all corners of Europe and vice versa. The rivers Rhine and Maas in addition make inland shipping an unrivalled trump card for efficiently

PHoto Inland

shipping is an unrivalled trump card.

transporting containers to and fro Belgium, Germany, France, Switzerland and the Netherlands itself.

Major challenge

Of course, all these advantages do not automatically guarantee a successful future. The expected growth poses major challenges. Where currently about 6.8 million TEU travel to and from Rotterdam



stimulation programme to bring about both a modal shift and a port shift. Martien Windhorst, manager of the department: “Our programme comprises concrete activities based on several pillars: increasing capacity, making optimal use of the existing infrastructure, optimising processes, acquisition of new cargo and the promotion of new connections. If necessary, we will also consider a financial incentive. All with the aim of further strengthening Rotterdam’s position as the European Connectivity Hub.”

R a i l pro g r a m m e: mo r e c a pac it y

Regarding rail, all the future container terminals at Maasvlakte 2 will have their own rail facilities. Ensuing from this, a massive expansion of the existing rail yards at the Maasvlakte has been planned as well. “Together with the current and future terminal operators, the shipping lines, rail operators and railway companies, we as the Port Authority also want to develop a common rail terminal at the Maasvlakte,” says Business Manager Linda Borsodi. “Insofar as the deep-sea terminals are not capable of compiling complete shuttle trains for the hinterland at their own rail facilities, they can make use of the common rail terminal for this.”

R a i l pro g r a m m e: o p ti m um u ti l isati o n

At least as important as expansion is making more efficient use of the existing rail capacity. As the No waiting for an

across the European continent - mainly by truck -

party responsible for operating the Betuweroute,

open bridge

expectations are that this will increase to 20 million

Keyrail (35 percent owned by the Port of Rotterdam

A separate project in the

TEU by 2035. By that time, the Port of Rotterdam

Authority) plays an important role in this. Keyrail

Authority will bind customers to move 45 percent of

aims to attract as many trains as possible to the

their hinterland transport from the Maasvlakte by

dedicated, freight-only railway line between

regime of the Caland Bridge.

inland shipping and 20 percent by rail. In the

Rotterdam and Germany. To ensure an optimum

Due to insufficient coordina-

current modal split, these percentages are

use of the available rail capacity, the company also

tion, trains regularly ended

respectively 39 percent and 13.5 percent. Absolute

acts as an integral chain manager, both in the port

up waiting for an open

numbers say even more about the impact of the

itself and towards the hinterland (also see pages

bridge. By now, a tool has

growth ambitions: inland shipping will grow from

20 - 21, ed.). Between the North Sea and the

2.8 million TEU right now to 9 million TEU in 2035

German border, trains should never be waiting or

(an increase of 6.5 percent per year), rail from

standing idle. Data exchange plays an important

600,000 TEU to 3.7 million TEU (6 percent growth

role in this, among other things through the Port

per year). Figures which are spurred by both a

Community System of Portbase. Borsodi: “We aim

modal shift and the actual increase in the container

to further improve the turnaround times of trains in

volumes which are moved via Rotterdam.

the port by at least twenty percent.”

C a pac it y a n d q ua l it y

R a i l pro g r a m m e: mo r e c a rg o i n n e w

To actually achieve the proposed growth in rail and

m a r k e ts

inland shipping, the Port of Rotterdam Authority is

In addition, Rotterdam is looking at rail to achieve

fully focusing on the further development of both

growth in new markets. Windhorst: “The ambition is

Martien Windhorst: director

modalities. To this extent, the Logistics department

to gain more market share in the axis of Europe:


of the Port Authority has developed an ambitious

Central Germany, Southern Germany, the Czech

port area for stimulating rail transport is aimed at improving the opening

been developed to address this.


I n l a n d s h i ppi n g pro g r a m m e:

Quality mark inland

are lacking in promising European regions, then it is

mo r e c a rg o


definitely an option for the Port Authority to acquire

To create an optimal inland network the Port of

sites itself or otherwise stimulate the realisation of

Rotterdam Authority regularly consults with

a rail terminal. Together with terminal operators and

regional authorities, barge operators and other

tion of a quality mark for

shipping lines, the Port of Rotterdam Authority is

relevant parties. Furthermore, the Port Authority

inland terminals. This is done

also continuously and actively exploring the

stimulates the inland shipping sector through the

together with the Dutch

possibility of establishing new connections.

acquisition of sites for inland terminals, which are

Association of Inland

Windhorst: “We also feel responsible for the

then leased to commercial operators against

Terminal Operators (VITO).

capacity on the corridors and in the hinterland.

market-conform conditions. This for example is how

The central question in that respect is always: what

the Wanssum Intermodal Terminal in the south-east

does the shipper need?”

of the Netherlands - which will soon expand - was

easily gain insight into the

realised. Another example can be found in Alphen

qualities and added value of

aan den Rijn, some 60 kilometres from Rotterdam,

(mainly) inland barge

where a new inland terminal is set to open in the

terminals, especially those in

autumn of 2010. Using inland shipping, Heineken

the Dutch hinterland. The

Republic and Slovakia.” If the required rail facilities

I n l a n d s h i ppi n g pro g r a m m e: mo r e c a pac it y

With an expected threefold increase in container

will move most of its export beer to the sea port

flows - 9 million TEU in 2035 - the inland shipping

from here.

sector even has a bigger challenge to match. In addition to the traditional handling of inland barges

A brand new initiative to draw more cargo to inland shipping is the implementa-

The quality mark will make it possible for shippers and logistics service providers to

certification for the quality mark is based on five criteria: sustainability, security, service, IT and customs handling. The plan is to

at the deep-sea quays, the Port Authority and

To g e th e r w ith th e m a r k e t

terminal operators are therefore increasingly

Windhorst concludes: “No matter what, the Port of

certificates after the summer.

working towards dedicated inland barge facilities.

Rotterdam Authority is always willing to think along

The quality mark helps inland

Existing examples are the Hartel Terminal and Delta

in terms of concrete pilots and such with shippers,

Barge Feeder Terminal of ECT and the Rotterdam

logistics service providers, shipping lines and

Container Terminal, all of which are situated at the

terminals. Companies can always contact us with

Maasvlakte. The new deep-sea terminals at

any ideas or questions they may have for shifting

Maasvlakte 2 will each have own dedicated barge

cargo from the road to inland shipping and/or rail.

terminals as well. Business Manager Donald Baan:

What matters to us is that as the European

“For the handling of small call sizes, we are also

Connectivity Hub, Rotterdam can continue to offer

looking into the establishment of a terminal-neutral

the market optimum added value - now and in the

Barge Service Centre in the port. This will help all


parties. The smaller vessels spend less time at the terminals and the regular quays will have more capacity for the larger inland barges with ditto call sizes.”

I n l a n d s h i ppi n g pro g r a m m e: be t te r u ti l isati o n

“A lot can also be gained through improved coordination,” continues Baan. “It is not unusual for inland container barges to call at eight to ten terminals. That poses great challenges in terms of turnaround times. Delays can easily occur.” Through the inland barge programme, the Port of Rotterdam Authority therefore aims to realise a system for optimum coordination between inland barge operators and deep-sea terminals. Data exchange beforehand via the Port Community System of Portbase is the start for this. But there are other possibilities as well. The market itself is also launching initiatives to this extent (MIS Cobiva). Other options are that the Port Authority stimulates coordination through its own vessel traffic management or through the establishment of a similar kind of chain manager as Keyrail in the rail sector.

already award the first

terminals to better market themselves and with that contributes to a further modal shift.

“We aim to further improve the turnaround times of trains by at least twenty percent”



logistics through all its pores; the ties with Rotterdam are strong. Some twenty percent of Rotterdam’s container flows by rail start or finish in Venlo. What’s more, the Port of Rotterdam Authority is landlord of the Wanssum Intermodal Terminal, an inland barge terminal that currently handles approximately 100,000 TEU per year and has plans for further expansion. In addition a new inland barge terminal opened in Venlo at the beginning of 2010. It forms part of TCT Venlo, the Extended Gate of ECT’s deep-sea terminals in Rotterdam. Tenhagen: “With a view to the future increase in cargo flows, we aim to organise the transport flows in the Rotterdam-Venlo corridor even more efficiently and reliably. By boosting transparency in the chain via Portbase, Rotterdam’s Port Community System, for example. Together with the Port of Rotterdam Authority and the business sector we’re developing a joint vision in that regard; most of all we want to take concrete action.”

Ac ti o n!

As a blueprint for the future of the logistics region Venlo-Venray, the NV Region Venlo has linked up

The energy of coll abor ation In view of the continuing growth in container flows, Rotterdam and the Venlo-Venray region along the Dutch-German border aim to further intensify their existing collaboration. “Together, we want to organise the transport flows in the Rotterdam-Venlo corridor even more efficiently and reliably.” PHoto Wanssum

Intermodal Terminal “In many cases Rotterdam represents Europe’s first

with other regional authorities (Province of Limburg), interest groups and the business sector to draft a logistics innovation and implementation agenda with concrete projects. The Port of Rotterdam Authority is a member of its Advisory Board. Sales Director Thijs van den Heuvel of Wanssum Intermodal Terminal is enthusiastic. “The innovation and implementation agenda has resulted in cooperation between parties you wouldn’t necessarily expect to sit down with one another at the same table. Together we want to make the region even stronger. And we want emphatically to involve Rotterdam in this as well. Together, we have to be ready to transport the forecasted volume increases to and from the hinterland intermodally. Essentially the seaport has to become one big throughput centre; containers shouldn’t remain there unnecessarily. It’s our responsibility in the hinterland to ensure that we can handle those huge flows even better and more reliably than we already do.”

point of entry for Asian cargos. But how does one

“Boosting transparency in the logistics chain”

ensure that those container flows are conducted

To achieve this, Van den Heuvel is a major propo-

rapidly and efficiently to the European hinterland?

nent of not only discussing, but also doing. He has

Close collaboration between the mainport and hubs

given a good example himself by starting to trans-

like us is what makes that possible.” Joris Tenha-

port reefer containers with fruit by inland barge

gen is Programme Manager Logistics at NV Region

between Rotterdam and Wanssum in relation to the

Venlo, a cooperative venture between NV Industrie-

Fresh Corridor project. From Wanssum the fruit is

bank LIOF and the seven local municipalities in

subsequently transported by truck to FreshPark

North Limburg (south-eastern Netherlands), close

Venlo. “It turned out to work well,” he says, satisfied.

to the German border. It’s a region that exudes

“Hopefully it will be an example that encourages the region to work with Rotterdam on developing a lot more of this type of initiatives.”


“For us, Rotterdam is one of the most important seaports,” says Volker Schmitz, Managing Director of Duisport Agency, the cross-company marketing organisation of the port of Duisburg, situated at the heart of Germany’s Ruhr area. The same applies the other way around as well. Martien Windhorst, Director of the Logistics Department of the Port of Rotterdam Authority: “Duisburg is of strategic importance to Rotterdam, both as a

The Rotterdam Duisburg connection Duisburg is the largest inland container port in the world and a key hub in Rotterdam’s European network. Besides inland shipping, rail in particular offers more and more opportunities in this respect, especially since the freightonly Betuweroute railway line between Rotterdam and Germany has come on stream. Through increased coordination and data exchange, the rail product Rotterdam - Duisburg vice versa can be further improved in the near future. PHoto Martien

Windhorst (l), Volker Schmitz (m) and Sjoerd Sjoerdsma: Together creating a better and more reliable rail product.

destination in its own right and as a major inland hub for moving rail cargo deep into Europe. With the continuous increase in container flows in the future, its role will only become more important.” Both Rotterdam and Duisburg are aware of their interdependence and are keen to further strengthen the cooperation. Schmitz: “To be and remain competitive from a European perspective, we need to think and work much more in terms of networks and the realisation of efficient corridors.” The dedicated Betuweroute cargo railway line offers ample opportunity for that. Sjoerd Sjoerdsma, Managing Director of rail infrastructure manager Keyrail: “Our main goal is to facilitate efficient rail transport from Rotterdam to the rest of Europe via



the Betuweroute. In that, Duisburg is the first major

are at the basis of this: who informs whom. If a

hub on the German side of the border.”

delay occurs: notify the next link in the chain beforehand. They can put this information to good

I m prov i n g th e r a i l pro d u c t to g e th e r

“We need to think and work much more in terms of networks and corridors”

use. The information must travel ahead of the train. One preliminary result of the Chain Management approach in Rotterdam is a twenty percent increase

More than enough reason for Duisport Agency,

in punctuality, which could result in twenty percent

Keyrail and the Port of Rotterdam Authority to

increase in efficiency.”

jointly see how the rail product Rotterdam - Duisburg can be further improved. Data exchange and coordination are crucial for this. Windhorst: “In

Tr a n s l ati o n to Du is burg

Rotterdam, we are greatly benefitting from the

“Such a method of working can also facilitate the

Chain Management approach of Keyrail and the

handling of trains in Duisburg,” says Schmitz with

services of Portbase, the Port Community System

conviction. “One of our subsidiaries - Duisport Rail

of our port which guarantees an optimum exchange

- takes care of the shunting of all the trains in our

of data.” Through the Chain Management

port. For this, sound agreements are essential. If

approach, Keyrail has improved the cooperation

there are any delays in the train schedules, then

between the many parties which make up Rotter-

things can become quite disordered.” Duisport

dam’s rail chain. Sjoerdsma: “In the past, everyone

Agency therefore wants to instigate a pilot with a

would just optimise their own section; as a result,

similar Chain Management approach together with

the total product however was sub-optimal. Using

all the large and smaller parties in its port. “For

an integrated planning, supported by a train

this, we will gladly make use of the knowledge and

information system, we have now changed all that.

knowhow of Keyrail. It of course also helps that we

More important are the concrete agreements that

can show that this chain management actually works in Rotterdam. We are now at the starting point, but hope to have achieved the first results at the end of 2010.” Even before that, Duisport Agency aims to enthuse the port community in Duisburg for Portbase. The Port Community System of Rotterdam can further simplify the exchange of data with the seaport, for example if companies in Duisburg make use of services such as Barge planning, Rail planning and Cargo information. Schmitz: “We want to implement Portbase ourselves in the near future and then actively promote it amongst individual companies.”

Co rr i d o r Rot te r da m - Du is burg

After the chain management has been improved at both ends, the ultimate goal of the three initiating parties is to further extend this to an improved coordination on the entire corridor Rotterdam Duisburg, with joint planning, coordination of terminal slots etc. Sjoerdsma: “We are of course also discussing this matter with DB Netz, Germany’s rail infrastructure manager.” In combination with the exchange of data through Portbase, rail traffic between the two hubs can thus really be boosted. Windhorst: “Together, we are creating a better and more reliable rail product for our customers, in which more trains will be able to run on the same infrastructure. As far as we are concerned, Rotterdam - Duisburg is only the beginning. Once everything is up and running, we will also gladly implement the concept at other destinations.”


Samskip’s hub is located in Rotterdam Samskip Multimodal Container Logistics is the biggest pan-European multimodal door-to-door operator with a high frequency of shortsea links and block trains, transporting everything in its own vessels using its own containers. CEO Jens Holger Nielsen: “Compared with our competitors, our strength is that we offer transport in an optimal combination of modalities: increasingly fast, flexible and reliable.”

Transport to and from the United Kingdom and Ireland still constitutes a large portion of Samskip’s cargo flows, but this multimodal door-to-door transport company has increasingly expanded its pan-European operations. Its multimodality for example means that from an Italian wine cooperative one of Samskip’s 45 foot containers loaded with Chianti first goes by truck to the railway station at

PHoto Jens

Holger Nielsen, CEO Samskip: ” Thanks to its excellent inland connections, Rotterdam plays a major role for us as a hub.”

Bologna where it will subsequently be loaded onto the daily block train to Rotterdam before travelling on by ship to the UK ports of Tilbury, Teesport, Hull or Grangemouth where the container completes the final stage of its journey by road. A reliable, rapid, flexible and - last but not least - environmentally


friendly form of transport. Samskip maintains

“We expect multimodal transport to grow faster than per trailer”


Grow th o n ro u tes to th e U K a n d

similar links with Scandinavia, the Baltics, Russia,

Ir e l a n d

Spain, Greece, Eastern Europe and more.

Samskip is currently experiencing a growth in the

“Thanks to its excellent inland connections,

trade to the UK and Ireland. Nielsen: “But it’s still a

Rotterdam plays a major role for us as a hub,” says

case of wait and see if it’s more than a seasonal

Danish CEO Jens Holger Nielsen at his office in

April uplift and an uplift on low market volumes in the

Samskip’s Rotterdam-based headquarters. “What’s

first quarter of 2009. On the other hand, in general

crucial in multimodal transport is that the different

we didn’t see much of seasonal uplifts in 2009 at all.

modalities seamlessly link up with one another. And

In addition, at Samskip we believe we are winning

that’s the case here: the Rail Service Center in the

some market share, although I have to say that we

Waal-/Eemhaven area is just a stone’s throw away

lost market share over the period 2006 - 2008.

from the dedicated shortsea terminal of RST where

Customers have realised however that we’re not only

we are a customer. Barge connections to the inland

sustainably cost efficient but that our service levels

terminals in Germany - but also elsewhere in the

and reliability are high with a great deal of flexibility.”

Netherlands - are frequent and plentiful. And of course we’re very pleased to see that the Port of Rotterdam Authority has a clear focus and a sense

Com pe ti n g w ith th e tr a i l e r

of urgency when it comes to multimodal transport.

Nielsen doesn’t see a return to pre-crisis transport

We’re currently in talks, for example, on creating

volumes for the time being. “Due to the economic

better opportunities for our customers for cross

realities, global and regional consumption will simply

docking and consolidation near to the terminals.

not reach that level for years. Samskip is geared for

Mind you, although we’re often referred to as a

all eventualities, including growth and we are

shortsea operator, one third of our cargo volume

currently busy opening new corridors across Europe.

has a rail link and 20 to 25 percent doesn’t even

We expect multimodal transport to grow faster than

see the sea!”

per trailer,” is Nielsen’s confident analysis. “And on a healthier financial footing; trailer tariffs are

Acq u is iti o n s

unsustainably low as far as we can see. Eventually that sector will be confronted with overdue

Profitability in multimodal transport is linked closely

investments.” The Samskip CEO sums up a number

to the capacity utilization of the various modalities.

of other convincing arguments why multimodal

The economic crisis has left its mark in this respect

transport will win market share from the trailer.

but Samskip has emerged stronger. “Samskip’s

“In some corridors we’re already faster, or have

drop in turnover was far less dramatic than that in

reduced the difference to no more than a couple of

the shortsea and multimodal sector in general,”

hours. We point out the environmental advantages

says Nielsen. “That’s because we previously had

to our customers as an added extra - as a part of

gone through a turn around and restructuring

the combination of cost, reliability and flexibility.”

process following our major acquisitions of

Moreover, Nielsen believes that the European Union’s

shipping lines Geest and Seawheel in 2005 - 2006.

green agenda will need to set limits on trailer

In addition to the integration of both of these

transport in order to be successful. “However, there

companies we overhauled the entire business in

is a lurking danger that all kinds of misguided EU


order to boost cost efficiency against a backdrop of

initiatives will subsidise the start up of pseudo

Nielsen: “We have started

rising fuel and vessel prices. So when the crisis

multimodal companies that will act as if they’re

vessel-sharing agreements

erupted we were ready and could rely on a

taking trailers off the road but are in fact competing

rejuvenated and reasonably healthy business. 2009

with other multimodal operators. Another risk is that

was reasonable for us, for 2010 we are cautiously

the EU instead of taxing the externalities of the

the DFDS/Samskip

optimistic although we currently still find unit

trailer industry, will start allowing mega trailers and

vessel-sharing agreement to

revenues on the low side. However, there are signs

road trains on the European roads to the detriment

Norway; we are also doing

this is changing as some operators are struggling

of the European citizen. The playing field must be

some slot swaps with BGF to

with the lack of profitability of their business, rising

reasonably level.”

Ireland. This not only offers

costs and increasingly scarce capacity and

with parties such as MacAndrews for Bilbao while Unifeeder has been added to

opportunities for improved

reliability. Overall, we certainly believe that the

However, the Samskip CEO doesn’t fear such

industry as a whole needs to pull itself together

competition. “The only successful operators will

savings - but also occasion-

and deliver much better financial returns to

be those who focus on their customers, their

ally provides the chance to

shareholders, particularly when compared to other

costs, their staff and their bottom line. As the

offer our clients improved

industries. This goes both for the European

only totally pan-European service provider we

service, frequencies and

regional business as well as global transport and

are fully convinced that our shortsea and multimodal



activities will continue to growth.”

capacity utilization for all involved - and therefore cost


Via ECS services in Rotterdam Port:

Rockwool strengthens grip on export cargo Multinational Rockwool’s biggest stone wool factory is located in Roermond, in the south-eastern Netherlands. The stone wool manufactured here is destined primarily for the Benelux, but some products - particularly specialties - are also exported overseas. The company expects that the ECS services offered by Portbase’s Port Community System will further facilitate exports via the port of Rotterdam. PHotoGerard

van Heugten (Manager Transport Planning Rockwool) and Ben Engelen (customs declarant at Rockwool) Rockwool is known above all for its production of

straightforward. For many countries, a trip to the

all types of insulation material for the construction

embassy concerned and the local Chamber of

sector. In addition the company also supplies a range

Commerce is required to secure the necessary

of insulation solutions for the manufacturing industry

export documents. In addition a bill of lading and

as well as horticultural substrata for professional

sometimes a letter of credit need to be drawn up,

growers. In Rockwool’s extensive factory complex

while Customs requires an electronic export

in Roermond work continues round the clock, seven

declaration. Taken together, this involves a lot of

days a week. “And the same applies to distribution,”

specialist work. Van Heugten and Engelen: “Often

say Gerard van Heugten, Manager Transport Plan-

a single export order comprises more than one

ning, and customs declarant Ben Engelen. “Depending

container. Unfortunately what we sometimes find is

on the season we have some 150 to 250 trucks

that on arrival in the port the shipping line doesn’t

coming to the door every day.” Rockwool is a major

have space for all the containers on the arranged

promoter of the use of so-called LZVs, heavy- duty

vessel.” For Rockwool that means that much of the

long-haul truck combinations measuring 25.25 metres

paperwork has to be done over again, or needs to

in length that can transport loads of up to 60 tonnes,

be amended. “Mostly we only get to hear that all the

rather than the traditional truck which measures just

containers haven’t made it on board once the ship

18.75 metres in length and can take only 50 tonnes.

has already left port.”

“It’s not only more efficient, but also better for the environment. In principle you can cut the number of trucks being used by a third,” says Van Heugten.

A dva ntag es o f ECS s e rv i c es

That’s why Rockwool is very enthusiastic about the Most of the Rockwool products manufactured in

new ECS services launched by Portbase. “With this

Roermond are destined for the Benelux. Van Heugten:

we can see for ourselves exactly what’s happening

“We however also export a small proportion overseas,

to our containers in the port. That’s very useful. And

particularly specialties such as insulation material for

should the confirmation of exit from Customs be

the pipelines of chemical plants in the Middle East.”

lacking, then the data in the ECS services offer an

Annually the overseas cargo amounts to some 3000

alternative form of proof that a container has left

containers, of which the majority leave the European

port. That rules out difficult questions from the

Union via Rotterdam. “For transport to the port we

Customs Authorities afterwards.” Van Heugten and

mostly use the inland terminals in Born and Venlo.

Engelen therefore see the ECS services as real

They fetch the containers at our factory gate, and

added value making export via Rotterdam more

subsequently deliver them to the container terminals in

attractive. “You can track and trace your cargo and

Rotterdam by inland barge or train.”

have control yourself. European exporters will be very happy with these ECS services. For the port

R e d ta pe

The accompanying flow of information is less

they represent a valuable addition to their services offering.”



E x p o rts m a d e smo oth a n d pro bl e m - fr e e v i a ECS s e rv i c es

“With the ECS services we can see for ourselves exactly what’s happening to our containers in the port”

Exporters and forwarders throughout the whole of Europe can easily track and trace their container cargoes in the port of Rotterdam via internet using Portbase’s ECS services: from the cargo’s arrival at the container terminal up to and including its departure by ocean-going vessel. Any Customs inspection and the subsequent release of cargoes are also visible online; exporters can intervene directly where necessary. Moreover, by participating in the ECS services companies can ensure a rapid and watertight validation of their export declarations by Customs. Numerous major companies have already signed up to the ECS services since its introduction in May 2010, including Schenker International, DHL, Gaston Schul and of course Rockwool. Exporters and forwarders can use the ECS services entirely free of charge. The terminals and shipping lines will cover a large proportion of the costs, while the Port of Rotterdam Authority and the Port of Amsterdam are also making significant contributions. The only thing participants are required to do is to submit electronically to Portbase five basic items of data with regard to the export cargo. Based on this information the terminals and shipping lines can then comply efficiently with the additional customs requirements that have resulted from the Export Control System (ECS) in Dutch ports since the beginning of 2010. In ‘exchange’ for these cargo statistics, exporters and forwarders can enjoy the advantages already mentioned, including a rapid confirmation of exit by Customs, the official validation that a container has left the EU. Without a confirmation of exit the exporter/forwarder runs the risk of having to conduct a great deal of verification work afterwards in order to prove that his cargo has indeed left the European Union or with regard to being retrospectively charged VAT. The data in the ECS services are also valid as an alternative form of proof should the confirmation of exit from Customs not have been received, for whatever reason. Portbase is the overarching Port Community System of the ports of Rotterdam and Amsterdam and is a non-profit organisation. More information: Exporters and forwarders can directly apply here for participation in the ECS services.



Maasvlakte 2 taking shape The map of the Netherlands has already been updated. Commissioned by the Port of Rotterdam Authority, the contractors’ consortium PUMA is currently building Maasvlakte 2 in the North Sea; a completely new port and industrial area that will change the Dutch coastline. The land reclamation scheme will be ready for use in 2013. Project Director Jaap Dekker of PUMA announces that the quay wall of the first container terminal is already under construction. PHoto Jaap

Dekker, Project Director Puma: “More than 120 million m³ of sand has by now already been deposited.”



“At the end of April 2010, we celebrated reaching

“We will however keep an opening in the outer

the halfway point as regards the raising of the

contour for as long as possible. This will enable us

terrain for the new port and industrial area. More

to keep on entering the area with our trailing suction

than 120 million m³ of sand has by now already

hopper dredgers to further raise the site.” Most of

been deposited,” says Jaap Dekker. An incredible

this sand comes from the sea. To this extent, PUMA

amount, realised in approximately 1.5 years through

has been allocated a special extraction area twelve

the deployment of a large number of trailing suction

kilometres off the coast. Dekker: “The remarkable

hopper dredgers of Boskalis and Van Oord, the two

thing is that we have been given permission to

dredging companies which together make up PUMA.

excavate the seabed from 20 metres to 40 metres

The contractors’ consortium bears full responsibility

deep in one go. In the past, authorisation would

for the construction of the first phase of Maasvlakte

usually only be given for the excavation of a

2: the entire coastal sea defence, 700 hectares of

relatively shallow layer. Because we are now

land, roads, railways and bicycle paths as well as

allowed to go deeper, we only need to disturb a

the quay walls for the first two container terminals.

smaller area of the seabed.”

Combined, an investment of approximately 1.1 billion euros is involved. Dekker, who has vast

According to planning, the seawall of Maasvlakte 2

degrees of experience with various land reclama-

will constitute an unbroken whole from the 1st of

tion projects abroad, praises the approach and

July 2012. The vessels involved in the dredging and

cooperation in the realisation of this new testament

reclamation activities will from then on no longer be

to Dutch engineering. “In Abu Dhabi and Hong

able to directly enter the new port and industrial

Kong, for example, contractors need to work exactly

complex from the sea. For half a year, it will

according to predefined specifications; at Maas-

effectively be a lake. This is because the new and

vlakte 2, we however have ample opportunity to

permanent access to Maasvlakte 2 will run via the

offer our own input as well. We operate under a

Yangtzehaven. This port basin at the present

so-called Design, Construct & Maintenance

Maasvlakte can however only be extended after the

contract. Within the limiting conditions laid down by

new outer contour of the port has been equipped

the Port of Rotterdam Authority, we have a free

with roads, rail tracks and bicycle lanes. After all,

hand and are in full control ourselves of the

the companies which border on the Yangtzehaven

execution.” One extra detail the Project Director

(Euromax Terminal, Maasvlakte Oil Terminal, Gate)

mentions is the optimisation for the design of the

must remain accessible at all times.

hard sea defence construction which was achieved after the tender for the acquisition of this project. For this 3.5-km long defensive seawall against

Fi rst co nta i n e r te r m i n a l

storms and high seas, a more maintenance-friendly

In the meantime, work is also already in full swing

and cost-effective solution was devised together

on the quay wall for the container terminal of

with the principal. “We have equally divided the

Rotterdam World Gateway (RWG), the planned first

savings this yielded.” On a foundation of sand and

occupant of Maasvlakte 2. “This is done by BAVO

various layers of increasingly coarser stone, the

MV2, a consortium of BAM and VolkerWessels, who

hard seawall comprises a block dam of 20,000

operate as our sub-contractors,” explains Dekker.

concrete blocks with a thick cobble beach behind it.

“The quay wall is constructed on dry land. It is a

2000 hectares

“In total, the hard sea defence will require seven

concrete deep-wall construction of 40 metres deep

Total industrial sites

million tonnes of rock,” says the Project Director.

and 1100 metres long, specially designed for the

1000 hectares

“Two million tonnes of this can be obtained by

mooring of deep-sea vessels. Directly next to it,

(700 hectares of which are

reusing the seawall of the current Maasvlakte. The

there will be a 650-metre long combi wall for

to be constructed by PUMA

remaining five million tonnes are brought in by

feeders and inland vessels. As soon as the quay

sea-going vessel, especially from Norway. We are

walls have been completed, we will dredge away the

currently building a special crane - the Blockbuster

sand up to a depth of 20 metres and ships will be

Quarry stone

- to exactly position the large concrete blocks.” In

able to moor there. In 2013, the Port of Rotterdam

7 million tonnes (of which

June 2010, the Blockbuster will get to work for an

Authority will deliver the last part of the site to

2 million tonnes reused)

expected period of two years.

RWG.” Prior to that, starting from 2011, the Port

MAASVLAKTE 2 Total size

in phase 1) Sand 240 million m³ (phase 1)

Length roads/bicycle lanes

Authority however will already hand over parts of

13 kilometres Length rail tracks 14 kilometres

Co nti n u o us Acc ess

the site in order to enable RWG to become operational in 2014. The work of the quay builders will

The 3.5-km long hard seawall is part of the

shift in December 2010 also to the other side of the

11-kilometre long outer contour of Maasvlakte 2,

port basin of RWG, where APMT will have its new

which for the remainder will consist of sand. Its

terminal. “The construction of this terminal trails

construction is already quite far advanced. Dekker:

exactly one year behind that of RWG.”


“Rotterdam is also the largest port of the neighbouring country of Germany!”

Recycling of coffee cups, a natural thing Ciparo’s Biological Solutions division specifically focuses on the import from China of biodegradable disposables such as coffee cups, plates and cutlery. In China, these are made from such

Old paper: from waste material to valuable commodit y

materials as wood pulp, sugar cane and maize: strictly renewable raw materials. Chong Hu of Biological Solutions: “Through our network of recycling companies, we for example supply the disposables to companies and organisations to then collect and recycle them again after use. Organisations that use our disposables are demonstrably able to operate in a more sustainable manner. It is a unique closed system: truly cradle to cradle.”

The Asian demand for old paper as a raw material for paper and cardboard packaging is huge. Where China imported about 10 million tonnes of old paper in 2003, volumes are expected to increase to 35 million tonnes (2.8 million TEU) in 2014. Ciparo in Rotterdam is one of the larger independent traders with local offices in the Netherlands, China and Vietnam. Cradle to cradle is the latest trend. PHoto Joris de Caluwe, Managing Director Ciparo: “Rotterdam boasts the largest number of liner services to China.”



All over the world, Ciparo buys up old paper from

export port for this type of cargo; it can boast the

collection stations, inspects the quality and

largest number of liner services to China as well as

organises the transport to China, Vietnam and

an abundance of containers which need to be

India. There, strategically situated Ciparo offices

repositioned to the Far East and which we are more

see to it that the old paper is moved to paper and

than happy to fill.” Ciparo organises the transports,

cardboard factories. After having been processed

in which the suppliers themselves usually deliver

into packaging material, some of the old paper is

the containers at the deep-sea terminal. The

moved back to the West around consumer prod-

company sometimes also has a forwarder collect

ucts. Ciparo in addition purchases part of the

the paper. De Caluwe: “We book the containers, set

production itself for export, particularly the more

a closing time in consultation with the shipping line,

expensive kinds of paper. This may at some point

take care of the customs formalities and the

be shipped back to Asia again as old paper: cradle

terminal puts the container aboard the vessel. All

to cradle. Ciparo’s Managing Director Joris de

this goes very smoothly; in Rotterdam, they of

Caluwe: “Since a paper fibre can be reused about

course know perfectly how to do all this in a timely

six times before it definitely becomes too short, it is

fashion. The fact that the Dutch government -

possible that the very same fibre passes through a

especially Customs - and the Dutch business

port several times. As a rule this is Rotterdam, the

community really commit themselves to making

most logical import and export port in Europe for

sure that the logistics flows run as smoothly as

this kind of cargo. In China, they know all about the

possible, regarding both exports and imports, also

outstanding hinterland connections of Europe’s

works to the port’s advantage. The hinterland

largest container port and sister city of Shanghai.

connections to and from Rotterdam of course are

Rotterdam is also the largest port of the neighbour-

outstanding. The containers from the Netherlands

ing country of Germany!”

usually arrive by truck; if we acquire old paper somewhere abroad - particularly large shipments -

M a r k e t i n moti o n

The market for old paper has soared since the

then inland shipping or rail can also be used.”

early eighties, when collection really started to take

I n s pec ti o n

off in the densely populated western countries.

There are as many as sixty quality grades for old

This resulted in vast quantities of excess old paper

paper. Not a single container with old paper leaves

which China was more than glad to have. With the

before it has been inspected in conformity with

country’s incredible industrialisation, the demand

Chinese and European standards: does the box

for paper fibre for - initially - packaging board went

contain what it should? As an authorised dealer,

through the roof over time. In addition, the export

Ciparo has a Chinese license. De Caluwe: “We now

of old paper from Europe helped alleviate the

have five offices in China. A local presence is a

imbalance in containers between the Far East and

must, as is the ability to communicate in Mandarin.

the West. In short, win-win. De Caluwe: “By now,

Another advantage is that in terms of commercial

the demand far outstrips the supply. In twenty

attitude, there is quite some affinity between the

years’ time, old paper has gone from a superfluous

Dutch and the Chinese. The Chinese are good

waste product to a valuable raw material. A shift is

negotiators, but they also have a strong sense of

also occurring as to where paper is produced. New

humour and ultimately tend to come to a compro-

paper mills - an investment which easily entails one

mise. From start to finish, there is a great deal of

billion euros - are now especially being established


in Asia. And no longer just for cardboard packaging. With prosperity levels on the rise, the domestic and inter-Asian demand for luxury grades of paper

Cr is is

and hygienic paper has increased as well. As a

The Chinese demand for old paper is expected to

result, we have expanded our quest for old paper.

soar to 35 million tonnes in 2014 and then there

We now also purchase in Spain, Albania, Romania,

are also India and Vietnam. De Caluwe: “Naturally,

Greece and Malta.”

the economic crisis led to a short dip and the policy of shipping lines to reduce the number of vessels

Lo g is ti cs

and the ensuing shortage of containers has resulted in strong price fluctuations in terms of raw

In total, Ciparo exports between 1000 and 1300

materials and transport. The earthquake in Chile,

40-foot maritime containers a month. The company

an important paper pulp country, was also immedi-

still buys most of its old paper in Western Europe.

ately noticeable. This remains a business where

De Caluwe: “From Europe, Rotterdam is an ideal

you constantly need to be alert.”


Bunker Par adise Rotterdam The price and quality of bunkering make Rotterdam an even more attractive container port. “Bunkering is definitely a factor which shipping lines take into consideration when selecting our port,” says André Toet. The Chief Operating Officer (COO) of the Port of Rotterdam Authority is keen to maintain that prominent position, especially now that the environmental requirements for bunker oil are increasingly becoming stricter around the world. PHoto Clean

fuel, safe operations: both fit in perfectly with Rotterdam’s ambition to be a sustainable

quality port. Together with Singapore in the Far East and Fujairah

million tonnes. Fuel oil which by the way is not just

in the Middle East, Rotterdam is among the three

used for the bunkering of ships in Rotterdam.

largest bunkering ports in the world. In 2009, ships

Approximately 15 million tonnes were exported

bunkered 12.2 million tonnes in Rotterdam. Price,

again, especially by very large crude carriers

quality and service are decisive factors for shipping

(VLCCs). Ships for which Rotterdam, with its depth

lines in that respect.Toet: “Rotterdam is the most

and accompanying facilities, is perfectly equipped.

cost-effective (see box, ed) bunkering port, has a good reputation as regards the quality of bunkers and the suppliers in addition know that especially

N e w c h a l l e n g es

container vessels will not tolerate any delays and

Increasing quality requirements for bunker oil

always need to depart on time. The suppliers have

constitute a major challenge for the bunker industry

grown along with the increase in scale in the

and for the maritime sector in general. The Euro-

container industry without compromising on safety.”

pean Union has established new rules in this respect. The moment a ship lies moored along the

Hu b o f fu e l o i l flows

quay for more than two hours, the sulphur content of the fuel must not exceed 0.1 percent. The

The prominent position of Rotterdam as a bunkering

International Maritime Organisation (IMO) even has

port is rooted in the presence of five refineries in the

the intention of adopting 0.1 percent as the

André Toet, COO Port of

port and industrial complex. Nowadays, this however

standard for the entire shipping industry in 2020,

Rotterdam Authority.

is no longer the only decisive factor though. More

whether a ship is at sea or in the port. In practice,

than anything else, the port is a hub where bunker

this means that vessels will have to fully switch from

flows come together. In 2009, the sector imported 23

heavy fuel oil (which currently has a sulphur content

million tonnes - particularly from Russia - while the local refineries themselves ‘only’ produced 6 - 7



Rotterdam cheapest bunkering port Like the price of gasoline at the pump, the bunker prices vary day by day. Rotterdam however is consistently the cheapest bunkering port. On the 12th of May 2010 for example, a tonne of fuel oil (IFO380) cost US $ 460 in Rotterdam, US $ 485 in Singapore and US $ 490 in Fujairah. More information:

of between 2.5 and 3 percent) to marine gas oil.

E n v i ro n m e nta l S h i p I n d e x

Toet: “It will be quite challenging to realise the

Clean fuel, safe operations: both fit in perfectly

necessary refining capacity, both worldwide and, in

with Rotterdam’s ambition to be a sustainable

our case, in Rotterdam. As opposed to fuel oil, gas

quality port. Toet: “Together with several other

oil is not made through blending. However, we will

ports in Western Europe, we have also taken the

of course do everything we can to retain our leading

initiative to develop an Environmental Ship Index.

position as a bunkering port.”

Based on this, all the ships in the world can be classified on a scale of 1-100 in terms of

D o u bl i n g

environmental friendliness. Sulphur emissions of course are an important factor in this.”

The new European directive for a maximum sulphur

Slow steaming For environmental and cost considerations, container carriers have switched to

content of 0.1 percent in fuel for vessels which are

On the 1st of January 2011, the Environmental

slow steaming all over the

in port is already directly impacting Rotterdam’s

Ship Index must go live. The aim is to have as

world. André Toet: “This can

bunkering figures. Toet: “The consumption of marine

many ports around the globe support the index

gas oil has doubled in the first quarter of 2010.”

and as many shipping lines as possible rank

The COO however does note that in relation to fuel

their vessels. To this extent, the International

oil, the quantities of marine gas oil involved are still

Association of Ports and Harbours (IAPH) will

reflected in Rotterdam’s

relatively marginal: just over 130,000 tonnes versus

assume responsibility for the coordination.

figures. “In 2008, 3616

2.8 million tonnes. The Port of Rotterdam Authority

“What the ports do with the index is up to them,”

container vessels bunkered

and all the nautical service providers in the port by

concludes Toet. “Environment-friendly vessels

more than 9 million tonnes;

the way do set a good example themselves. “Since

could for example be rewarded via the sea harbour

two years, all our ships have been running on

dues. No matter what though, I hope that the

low-sulphur fuel. With that, we have created our

Environmental Ship Index will at least prove

own demand among the oil companies. Up till then,

to be an additional incentive for a more sustainable

a fuel intake of 8.6 million

they saw no market for it.”

shipping industry.”


save them up to a factor of three in bunker fuel consumption.” The slow steaming trend is clearly

last year, as many as 5206 container ships bunkered at the port, but combined they however only accounted for

Export revolution within the container sector Exporting is now easier than ever. Portbase’s ECS services are

A thing of the past. Status of the shipment? Can always be

the solution for all Dutch customs obligations in connection

monitored simply online. And the price? Zero euros for all

with the European Export Control System. As exporter or

exporters and freight forwarders. Shipping lines, shipping

freight forwarder, all you need to do is provide the five pieces

companies, terminals and port authorities of Rotterdam and

of basic cargo data. In no time at all, you then receive

Amsterdam pay all the costs. Sounds good? It is. So why not

the essential confirmation of exit. In short: a super-easy

register today via or by calling

validation of the export declaration. Fuss with VAT?

+31 (0)10 252 22 00.

Seattleweg 7 3195 ND ROTTERDAM The Netherlands T +31 (0)10 252 22 00

Port Special Rotterdam Container Port  

This second edition of the Container Special shows how we are working on all fronts to ensure a successful future for Rotterdam Container Po...

Port Special Rotterdam Container Port  

This second edition of the Container Special shows how we are working on all fronts to ensure a successful future for Rotterdam Container Po...