FAST FORWARD
50
spring 2011
ISSUE
50
READY FOR THE FUTURE
STRAIGHT TO GERMANY WITHOUT CUSTOMS DOCUMENTs
WIDENING OF THE AMAZONEHAVEN ON THE MAASVLAKTE
th edition
FAST FORWARD CONTENTS
Colophon
Fast Forward, a business-to-business publication of
ECT, appears three times a year. Please contact our
8-9
Communications Department with any questions or
suggestions you may have regarding the contents.
Copy Rob Schoemaker, Rob Wilken (editor-in-chief)
Translation Niall Martin, Dean Harte
Photography Eric Bakker (unless stated otherwise)
Layout Ontwerpwerk, The Hague
External coordination and printing RWP, Voorburg
Chief editor ECT Rose Wiggers
Europe Container Terminals (ECT)
Europe Container Terminals (ECT) is the largest and
most advanced container terminal operator in Europe,
handling most of the containers at the port of
Rotterdam.
ECT operates three deep-sea terminals in Rotterdam:
the ECT Delta Terminal and the Euromax Terminal
Rotterdam (together with CKYH - the Green Alliance)
on the Maasvlakte peninsula, close to the North Sea,
and the ECT City Terminal in the Eemhaven close
to the city centre. Through its European Gateway
Services ECT offers customers a variety of services to
facilitate the optimal flow of containers between
the deep-sea terminals in Rotterdam and the direct
European hinterland. In 2010, ECT handled more
than 7 million TEU.
ECT is a member of the Hutchison Port Holdings
(HPH) Group, a subsidiary of the multinational
­conglomerate Hutchison Whampoa Limited (HWL).
HPH is the world’s leading port investor, developer
and operator with interests in 51 ports, spanning
25 countries throughout Asia, the Middle East, Africa,
10-11
Straight to Germany without
Customs Documents
12-13
European Gateway Services
in Practice
Europe, the Americas and Australia. HPH also owns a
number of transportation-related service companies.
In 2010, the HPH Group handled a combined
throughput of 75 million TEU worldwide.
No rights can be derived from this publication.
P.O. Box 7385, 3000 HJ Rotterdam,
the Netherlands
T +31 (0) 181 278 278
E [email protected]  | W www.ect.nl
E [email protected]
W www.europeangatewayservices.com
2
14-15
It recently became possible for containers to travel
on to Duisburg, in the heart of Germany’s Ruhr area,
without any customs documents. Customs and ECT
explain the agreements which were made to benefit
the port customer. “This is the first cross-border
customs license of its kind.”
COSCO Container Lines actively makes use of ECT’s
European Gateway Services. “This means containers
can be transported virtually document-free by train or
barge. It is not until the inland terminal that customs
clearance needs to be arranged.”
Widening of the Amazonehaven
on the Maasvlakte
ECT and the Port of Rotterdam Authority are taking
steps to adapt the Amazonehaven on the south
side of the ECT Delta Terminal. Work to widen the
harbour basin from 255 metres to 310 metres is
due to start this year already.
spring 2011
Ready for
the Future
Following limited operations last
year due to quay wall refurbish­
ments, the Delta Dedicated North
Terminal (DDN) is now back in full
swing again. With a completely
refurbished quay surface as well
as various other improvements,
the terminal is ready for the future.
A future in which Ultra Large
Container Carriers (ULCCs) are
more than welcome.
4-6
7
News
People make
the Difference
16-17
ECT’s Rail Terminals
Right on Track
18-19
Dinalog: Building on
Logistics Control
20-21
AVCT Avelgem Stepping
Stone to Paris
22
Secure Lane
Rotterdam - Venlo
23
Me and My Vessel
24
Sustainable ECT
COLUMN
Adequately managing
Uncertainties
On behalf of everyone at ECT, I would firstly like to extend my sincerest
­sympathies to the victims of the earthquake in Japan and its terrible aftermath.
Our thoughts particularly go out to the employees of our customers, many of
whom have been directly or indirectly affected by this sad tragedy.
The earthquake in Japan, as well as the earthquake in New Zealand and the
floods in Australia earlier this year, are just some of the events which occurred
over a short time span and are holding the world in a tight grip. The political
upheaval in the Middle East and North Africa also deservedly warrants attention.
All these events have in common that they were almost impossible to predict.
Of course, our primary concern goes out to all those people who have lost their
loved ones and their homes. However, we also need to look at the economic
impact of these events. It seems as if the pace at which changes occur is
­constantly accelerating; the dynamics on the world stage are tremendous.
Managing uncertainties has consequently become more important than ever
and logistics is certainly no exception in that respect. ECT is expected to both
look ahead five to ten years and adequately anticipate the challenges that each
new day brings. Each week is different. We for example started 2011 with a new
handling record at our deep-sea terminals of more than 100,000 containers in
one single week. The period afterwards however held completely new challenges,
for instance when a capsized barge obstructed shipping traffic on the river Rhine.
As ECT, we spare no efforts to ensure that we are an attractive partner for
our customers, both in the short and in the long term. That means continuous
investments in infrastructure and equipment, but also adequately dealing with
constantly changing conditions. Day after day, our terminals handle large
numbers of containers. To smoothly move these to and from the European
hinterland requires maximum discipline. At the same time, we endeavour to
offer our customers the highest possible degree of flexibility. High volumes
combined with an optimum service: that is the name of the game and that is
what we at ECT aim to achieve day after day.
Of course, sometimes an accumulation of factors can cause logistics to deviate
from normal. In these cases, the cooperation with our customers and the
­dedication of our employees are paramount as regards our ability to quickly
and efficiently adjust. Fortunately, logistics can be managed in that respect.
The same cannot be said for natural disasters such as the ones which struck
Japan. The only fitting reply we at this side of the world can offer in this respect
is our heartfelt support and compassion.
Jan Westerhoud
President of ECT
3
NEWS
A Real Ben Wind
Russian
Containers up 40%
A tragic helicopter accident in Rotterdam port in June 2010 claimed the lives of the pilot and
a trio of highly-respected communications professionals, including the photographer Ben Wind.
Ben worked as a photographer for more than 35 years, and also took on commissions from ECT.
In his memory, his studio has recently been turned into a photo gallery and a special memorial
book has been published: A real Ben Wind. The first copy of the book was presented at endMarch 2011 to the Rotterdam mayor Ahmed Aboutaleb. Ben’s wife Ellen made a selection of
his many unforgettable photographs for the book, all of which are also now on show at the
photo gallery. Says the book’s designer Ronald Schreutelkamp: “Ben was himself a sailor and
as a result he spoke the language of the shipping world. He was able to strike up an instant
rapport with everyone on board, without any distinctions in rank or class. Everyone always felt
at ease while being photographed.”
Last year Rotterdam handled 40 percent
more containers coming from or destined
for Russia, data from the Port of Rotterdam
Authority show. It’s an indicator of the
increasingly important role the port - and
with it ECT - has come to play as a feeder
hub for the ScanBaltic, which alongside
Russia also includes the Scandinavian
­countries Norway, Sweden and Finland,
Poland, and the Baltic states of Latvia, Estonia
and Lithuania. Rotterdam’s main advantage
is its status as first port of call in Europe
for a large number of Asia-services.
Discharging containers in Rotterdam for
subsequent feedering to the ScanBaltic
yields major time savings in comparison to
transhipment via the second or third port
of call. Furthermore, measured in terms
of total shipping costs between Asia and
Europe, feedering via Rotterdam is also
economical when it comes to price.
Florian Vreeburg, commercial executive at
ECT anticipates that also the feeder vessels
are set for further increases of scale in the
future. “That will make Rotterdam even
more attractive. When 1400+ TEU feeder
vessels (Kieler-Max) sail to Russia, Finland,
Sweden and Poland, in particular level, they
will no longer use the Nord-Ostsee-Kanal
in Northern Germany, but go up around
Denmark. This will further improve the
competitive position of Rotterdam.”
Alongside the regular handling capacity at
its deep-sea terminals, ECT offers the feeder
sector also transhipment facilities via the
Delta Barge Feeder Terminal.
Een echte Ben Wind (A real Ben Wind) retails at 49,95 euro’s and may be ordered via
[email protected]. The retrospective exhibition of his work is on show up to and including
30 September 2011. For more information: www.benwind.com.
Visit us in Munich
European Gateway Services will be on hand
to introduce itself with its own stand at
Transport Logistic 2011, from 10 to 13 May
in Munich. Here, at the world’s biggest
trade fair for transport and logistics, visitors
can familiarise themselves with the product
offering of European Gateway Services,
the participating inland terminals, the inland
shipping and rail links to and from Rotterdam
and the additional customs services. You will
find European Gateway Services in hall B4,
stand 410. We are looking forward to
meeting you in Munich!
4
NEWS
50th edition!
From Dusk
to Dawn
This is the 50th edition of Fast Forward, the magazine we’ve been making for more than fifteen
years to keep you up to date with developments in the container sector as a whole and at ECT
in particular. The very first issue of Fast Forward was published in the winter of 1995. Major
stories at that time were the imminent completion of the Delta Dedicated East Terminal, the
signing of an agreement with the Global Alliance and an interview with the chief of corporate
forwarding at multinational Philips. Even as long ago as the mid-Nineties the magazine already
foresaw that “super-consortia and mega-carriers are set to shape the future of the container
shipping business where big is an increasingly heard buzz word”. Today, in 2011, Fast Forward
is still monitoring the trends in the business up close.
Yin & Jan
In the autumn of 2011 work will start on
boosting the capacity of the A15 motorway,
Rotterdam port’s main traffic artery. During
the road works, traffic will temporarily be
curtailed. That’s why a range of initiatives
has been taken to get traffic off the road
or to spread it more evenly throughout the
day. ECT is fully prepared for this, and has
been for several years. The deep-sea
­terminals, for example, are open 24 hours
a day on the landside as well. Using the
quiet hours of night has advantages for
everyone. The throughput of trucks to and
from the hinterland runs more smoothly,
which is also better for the environment.
And that’s not all. ECT is stimulating the
use of the late and early hours with concrete
commitments. Depending on the number
of containers, properly pre-notified drivers
calling at the deep-sea terminals between
22.00 and 04.00 hours are assured of a
maximum stay time of between 45 and
75 minutes. If ECT fails to make good this
promise, hauliers are awarded compensation
that can run up to 40 euro’s. Since this
compensation ruling was introduced in
March 2008, ECT has never had to pay out.
Without China the Dutch would never have
developed their fondness for tea, and nor
would we be selling Delft Blue souvenirs.
Without the Dutch, Hong Kong wouldn’t
have had an airport out to sea and Shanghai
wouldn’t boast a world port. The exhibition
‘Yin & Jan – China and the Netherlands
linked through shipping’ is on show at
Rotterdam’s Maritime Museum until 4 March
2012. In this exhibition the life-sized digital
hostess Yin and host Jan plunge visitors
into the dynamic relationship between the
Netherlands and China. Visitors learn about
the close trade relations between the two
countries down the centuries, their influences
on one another and the key role of shipping
in this. For the exhibition Rotterdam’s
Maritime Museum worked closely together
with the China Maritime Museum in
Shanghai, which has loaned several important
pieces, including a compass dating back to
the Song Dynasty.
More information: www.maritiemmuseum.nl
5
NEWS
Goodbye Winter
Spring is in the air and winter’s gone for another year. In December, particularly, ECT had to
cope with some very heavy snowstorms. Nevertheless operations carried on virtually without
a break, so safeguarding the service to customers. In that, salting and shovelling snow on the
terminals proved an important additional task. Luckily the cold is far behind us once more,
leaving behind only some beautiful photographs of a wintry ECT.
More trains to Germany
Safety
Instructions
Safety is the number one priority at ECT’s
terminals. Specially for our visitors on the
sea side - deep-sea, feeder and barge - ECT
has published a booklet of safety regulations
which should be adhered to in all circumstances. The booklet, entitled ‘Safety
instructions for vessels and their crew
­visiting’ can be downloaded from the ECT
website or requested via [email protected].
From May 2011 ECT and rail operator
Kombiverkehr will split their joint daily
Betuwe Express service into two separate
trains to Germany’s Ruhr region. One daily
train will ply the route between Rotterdam’s
Maasvlakte and the DeCeTe inland terminal
in Duisburg, while a second daily train will
serve the Rotterdam - Dortmund route.
Currently all cargo for Duisburg and
Dortmund is still loaded on a single train.
The new concept will therefore result in a
doubling of capacity. DeCeTe Duisburg is
one of ECT’s extended gates. Thanks to
ECT’s recent cross-border customs licence
customers taking part in European Gateway
6
Services can complete customs formalities
at the inland terminal in Germany (see also
the article on pages 10 - 11). The transport
between Rotterdam and Duisburg will then
be the responsibility of ECT. Duisburg is a
major rail hub. From the Duss Terminal
­situated right alongside DeCeTe, Kombi­
verkehr offers onward links to more than
70 European destinations.
For more information or bookings please
contact European Gateway Services,
­telephone +31 (0)181 278 308,
e-mail [email protected],
www.europeangatewayservices.com.
People make the Difference
The people of ECT have already been meeting the needs of customers for almost
45 years. In this feature, a senior employee and a relative newcomer talk about their
motives. This time, we speak to coordinator waterside Arnold de Weerd (37 years of
service) and operational employee waterside Sefa Dziworshie (6 years of service).
The customer...
Arnold “The customer is important,
he is the very reason we are here.
Through our daily operations, he needs
to clearly feel that opting for ECT means
opting for quality.”
Sefa “Serving the customer, that’s the
name of the game. Making sure his
vessel can always leave as soon as
possible and a next one can take its
place along the quay.”
Distinctive...
Arnold “The customer can call us at
any given time to enquire when his
container will become available. Once
on the quay, it can be collected within
half an hour.”
Sefa “There is a lot of experience
within ECT, quality is of paramount
importance.”
Room for further improvement…
Arnold “For each feeder and barge
we need to check the seal of the
c­ ontainer and manually enter the
number. This takes time, so if this
could be done differently…”
Sefa “The quality of the stackers
(owned by the shipping lines, ed) that
we use to attach the containers to one
another on board. More maintenance
would make a great difference. Once a
boat is ready, we now often still need to
carry out an inspection with a gondola
to properly position stackers here and
there. This unnecessarily takes up time.”
ECT is...
Arnold “A company with a highly
technological process which is often
difficult to grasp for outsiders. They
sometimes think that the AGVs - Auto­
mated Guided Vehicles - are controlled
here on the quay by people who lie
flat on their bellies in the vehicle.”
Sefa “A wonderful job in a company
with plenty of action. When I was a boy,
I would always gaze in wonderment
at the ECT City Terminal from the
backseat of my dad’s car. Now I work
for ECT myself.”
Human factor...
Arnold “ECT is a social company
which invests in its people. You absolutely have the opportunity to further
develop.”
Sefa “The social cohesion and team
spirit are very strong here. If you walk
around with a long face people will
definitely come up to you and ask
you what’s wrong.”
Future developments...
Arnold “Responding to increasingly
stringent environmental requirements,
I expect the AGVs to become fully
electric in the future or at least be
powered by very clean fuel.”
Sefa “We currently twin a lot
­(discharging or loading two 20-foot
containers at the same time, ed) but in
the future this could be four containers
at a time just like that.”
7
Ready for
the Future
Following limited operations last year due to
quay wall refurbishments, the Delta Dedicated
North Terminal (DDN) is now back in full swing
again. With a completely refurbished quay
­surface as well as various other improvements,
the terminal is ready for the future. A future in
which Ultra Large Container Carriers (ULCCs)
are more than welcome.
A brand-new concrete quay surface, totalling 1001 metres
in length and covering eleven hectares: Henk Molenaar,
Operations Manager of the DDN, is clearly pleased. It has
never been easier to optimally serve the customer.
The Automated Guided Vehicles (AGVs) glide across the
smooth new terminal surface like a charm. What’s more,
the renovation of the quay in 2010 was also seized to expand
the number of AGV highways from five to six. This means
that the DDN can now handle vessels using six cranes at
the same time. An important upgrade given the fact that
the DDN is constantly seeing larger and larger ships; the
14,000-TEU ULCC of shipping line MSC which calls each
week is the most striking example in this respect. These
giants can always visit the DDN without any restrictions.
From Maas Centre - the entrance to the port - it takes
only an hour and a half for vessels to be securely moored
88
alongside the terminal’s quay, with the assistance of one
or two tugs at the most. “A nautical super location,” is how
Molenaar refers to his DDN.
More Improvements
The quay renovation in 2010 was also seized to implement
various other improvements at the DDN. On the waterside of
the stack, more space has been created at the AGV transfer
points; this makes it possible to perform twin carry operations (simultaneously transporting two 20-foot containers)
between the stack and the quay cranes and vice versa.
In addition, more quay cranes have been made suitable
The Delta Dedicated North Terminal can now
handle vessels using six cranes at the same time.
for ULCCs and for twin lifting, the simultaneous loading or
discharging of two 20-foot containers. Molenaar: “We aim to
reach optimal agreement with the customer about the cargo
split to make it possible to work with five or six cranes on
the ULCC vessels. In combination with a twin lift / twin carry
operation, this leads to higher production and performance
levels and a faster turnaround for the ship.”
People make the Difference
In total, the DDN now has 34 stacking lanes, a varying
number of AGVs, ten deep-sea cranes plus one separate
barge crane. Molenaar: “Both inside and outside, we have
an enthusiastic team who for the most part have already
been active at the DDN for quite some time. Despite the
automated operation, I am absolutely convinced that it is
the people who make the difference. We take care of everything from here, from the ship planning to the execution of
the operation. Together, we want to even further increase
the added value of this terminal for our customers.
ECT also continues to invest in this. Our ambition is to
always do better.”
Henk Molenaar
9
Rotterdam is continuously increasing its attractiveness as a
gateway to Germany. Through the European Gateway
Services of ECT, it recently became possible for containers
to travel on to Duisburg, in the heart of Germany’s Ruhr
area, without any customs documents. Customs and ECT
explain the agreements which were made to benefit the
port customer. “This is the first cross-border customs license
of its kind.”
For large parts of Germany, the fastest and most cost-effective
route for seaborne cargo runs via Rotterdam. Until recently,
many parties in Germany however still opted for one of the
German ports. Out of habit, but also because of the additional
customs formalities which were necessary in Rotterdam.
That obstacle has now been removed. Paul Zoeter, Consultant
Business Development of ECT: “Drawing up a transit or
import declaration is no longer necessary in Rotterdam.
Under the customs license of ECT, containers can directly
proceed to DeCeTe Duisburg, the inland terminal in the heart
of the German Ruhr area which functions as an extended
gate for our deep-sea terminals. Once there, the customer
himself can directly arrange his customs formalities in the
German customs system Atlas.”
From left to right Bert Wiersema, Paul Zoeter, Djin Ramdat
and Paul Ham: excellent cooperation for achieving cross-border
customs authorisation.
First Cross-Border Customs License
To make the additional service possible, ECT has turned to
Rotterdam’s Customs department. Bert Wiersema, Regional
director of Customs Rotterdam Port: “ECT has a so-called
bonded warehouse C license for its deep-sea terminals.
This means that by specifying only a limited amount of
information, cargo can be taken into storage without
­additional customs formalities. Such a bonded warehouse C
license can apply to several locations. The TCT Venlo inland
terminal already was such a location and this has now
been expanded to Duisburg. Particularly special about this
location is that it is in Germany. It is the first cross-border
customs license of its kind.”
At the European level, there are no legal obstacles what­
soever for the kind of cross-border license which ECT has
been awarded. Djin Ramdat of the Expertise Centre for Crossborder Authorisations of Customs: “We have meticulously
prepared this project together with ECT. First, we carefully
examined the legal requirements. ECT next worked on
adjusting its customs software; we as Customs drew up a
concept license and submitted this to our German colleagues.
After a critical assessment, they approved this cross-border
method.”
10
No Special Requirements
For customers of ECT there are no special requirements to
participate in the new service, explains General Manager
Business Development Paul Ham. Shipping lines, forwarders,
transporters and shippers all stand to benefit. “All they have
to do is book their containers with our European Gateway
Services, together with only some basic cargo information
(see box, ed.). We then deregister the container in the
­customs system in Rotterdam, arrange for the cross-border
transport by train or barge and ensure its timely arrival in
Duisburg.” In theory, any container can be moved under
ECT’s cross-border customs license. “However, we have
decided not to accept high-risk cargo such as alcohol and
cigarettes.”
External Border
The new possibilities for paperless cross-border transport
to Germany do not change the fact that Rotterdam is an
external border of Europe, explains Bert Wiersema of
Customs. “Based on extensive and advanced risk analyses,
Straight to Germany
without Customs Documents
How to book to Duisburg
we will continue to inspect containers as usual. We select
about two percent of all boxes for inspection via the customs
scan. For companies with the status of Authorised Economic
Operator (AEO) this is even less; perhaps one percent.
The remainder of the inspections are predominantly
administrative.” The latter also applies to the bonded
warehouse C license of ECT. The transport to Duisburg how­
ever does include certain additional safeguards, including
the sealing of containers. “Dutch Customs strives to operate
on the basis of trust,” says the customs director. “We invest
a lot of effort in the creation of reliable supply chains.”
Customs is happy with ECT. Wiersema: “In principle, a crossborder customs license is possible for all parties. Up till now,
ECT however has been the only one to make real progress
in this respect and has shifted from a traditional stevedore
to an integral logistics service provider. This also benefits
Customs. We want to abolish all the paper customs
­documents which companies currently still submit in huge
quantities. There is absolutely no need for that.”
To have your containers transported paperless from ECT’s
deep-sea terminals in Rotterdam to DeCeTe Duisburg,
you can book with European Gateway Services, tele­
phone +31 (0)181 278 308, e-mail [email protected]
or www.europeangatewayservices.com. When making
your booking, the following cargo information is
required:
- port of loading;
- Bill of Lading number;
- number of items and weight;
- cargo description.
More Locations, More Countries
Ham has noticed a lot of interest in Germany for the new
paperless cross-border working method. “We will therefore
investigate the possibilities for a similar way of working
for other inland terminals in Germany as well. Initially,
we are thinking of Neuss and Dortmund.” Zoeter adds:
“In consultation with Customs, we have also just applied
for a cross-border customs license for transport to our
extended gates in Belgium: TCT Belgium in Willebroek and
AVCT in Avelgem. On those routes, we also want to further
simplify the use of our deep-sea terminals in Rotterdam.”
11
Photo Arie Jonkman
As CKYH - the Green Alliance, COSCO together with “K” Line,
Yang Ming and Hanjin, is a partner of ECT in the Euromax
Terminal Rotterdam. This new and modern deep-sea terminal
at the Maasvlakte is becoming busier and busier. In May 2011,
the alliance members expect the first call of their sixth Far
East service. This means a further expansion of shipping
capacity by 25 percent. “Of course, Rotterdam can boast an
outstanding geographic location; the exchange of data is
perfectly arranged through the Port Community System of
Portbase and the many options for European hinterland
transport also constitute a strong point,” say Peter den Breejen
and Maarten van Kruijl, respectively Managing Director
and Manager Transport & Equipment of the Dutch branch
of COSCO Container Lines. “Rotterdam is steadily gaining
ground in the Far East. However, it still needs to be explained
that compared to Hamburg, the route via Rotterdam is also
faster and cheaper for many destinations in Germany.”
barge. “Carrier and merchant haulage combined, our modal
split at the Euromax Terminal Rotterdam currently comprises
approximately ten percent rail, 35 percent inland shipping
and 55 percent road transport. Merchant haulage however
strongly drives up the percentage of road transport. This
cargo is mostly bound for destinations in the vicinity of
Rotterdam and the truck is often the most viable option
then. In a random week, the Euromax Terminal Rotterdam
currently handles about 45 trains, 140 barges and 5000
trucks.”
‘European Gateway Services
allows for a push system as
opposed to a pull system’
Train and Inland Shipping
As regards the hinterland transport which COSCO arranges
itself from Rotterdam (carrier haulage) the company opts
for inland shipping and rail whenever possible. Den Breejen
and Van Kruijl: “This is always done in consultation with
the customer. For the most part it is the customer who
decides; we advise.” What this often boils down to in practice
is that time-critical cargo is moved from the port by truck.
In all other cases, the containers are transported by rail or
12
Advantages European Gateway Services
For customers, the advantages of rail and inland shipping
are straightforward, say Den Breejen and Van Kruijl. “Next
to sustainability, especially costs and reliability are key
factors in this respect. For example, for factories it is
important that containers always arrive punctually at their
doorstep. This can be achieved much easier from a nearby
inland terminal than directly from the seaport.” It is one of
COSCO Container Lines:
‘European Gateway Services
Strong Concept’
As one of the top ten carriers in the world, COSCO Container Lines is
moving more and more cargo via Rotterdam. That has its effect on the
organisation of hinterland transport. In view of the advantages for
customers, the shipping line actively makes use of ECT’s European
Gateway Services. “This means containers can be transported virtually
document-free by train or barge. It is not until the inland terminal that
customs clearance needs to be arranged.”
‘It is not until the inland terminal that
customs clearance needs to be arranged’
the main reasons why COSCO is increasingly turning to the
inland terminals and hinterland connections which ECT
offers within its recently introduced European Gateway
Services. “The strength of this concept is that it allows for a
push system as opposed to a pull system. Instead of waiting
at the deep-sea terminal until the customer indicates that
he needs his cargo, we go ahead and already move those
containers by barge or train to a nearby inland terminal in
ECT’s network, for example in Moerdijk, Venlo, Willebroek or
Duisburg. Within European Gateway Services this transport
can take place virtually document free as it is carried out
under the customs license of ECT. It is not until the inland
terminal that customs clearance needs to be arranged.
Until that moment, the container remains in transit and
no import duties are due.”
Information Needed
Crucial to the well-functioning of the European Gateway
Services concept is that the customer informs the shipping
line and with that ECT in a timely fashion about the
­destination of a container in the European hinterland.
Den Breejen and Van Kruijl: “Together with the customer we
need to bring about a change in this respect. The sooner a
container can be moved away from the deep-sea terminal,
the better this is for everyone. At present, insufficient
information still often constitutes a bottleneck. Customers
are not always aware of just how important it is for us to
have all the relevant data in advance. As a result, a container
ultimately still needs to be rushed by truck.” For the very
same reason, the COSCO managers would also like much
more information on the destination of the containers of
their merchant customers. “This would enable us to develop
a service product which could also offer these customer
advantages in terms of efficiency and costs. Now, it is
­theoretically possible that twenty trucks drive in sequence
from the Euromax Terminal to the same destination for
twenty different customers and that we in turn follow
with the 21st truck to deliver an empty container to that
very same destination. However, at present the different
parties do not know this of each other.”
Managing Imbalance
In managing its hinterland transport, the vast imbalance between import
and export plays a major role for COSCO. Den Breejen and Van Kruijl: “Our
planning is aimed at moving around containers in Europe as quickly as possible.
Empty containers must be immediately returned to the Far East, where there
is a vast shortage. We use inland depots for empty containers which can be
filled again in the hinterland by export customers. All other containers are
directly moved back to the port and transported to Asia aboard the first
available deep-sea vessel.”
13
Widening of the
Amazonehaven
on the Maasvlakte
Building Phases in widening the Amazonehaven
Phase A1
Phase A2
Phase A3
from the entrance to 517 metres within the basin
from 517 metres to 917 metres
from 917 metres to 2517 metres
ready September 2013
ready January 2014
ready November 2013
Work will start from the outer ends of the harbour basin and will move inwards.
14
In late February 2011 the CSCL Star paid its first visit to the ECT Delta Dedicated
West Terminal. Currently the second-largest container ship in the world, the CSCL
Star has a capacity of 14,100 TEU and is the forerunner of many more Ultra Large
Container Carriers (ULCCs). That’s why ECT and the Port of Rotterdam Authority are
going to adapt the Amazonehaven on the south side of the ECT Delta Terminal.
Work to widen the harbour basin from 255 metres to 310 metres is due to start this
year already.
One of ECT’s most important advantages over rival container
terminals in other West European ports is its optimal
accessibility in nearly all weather conditions. The CSCL
Star, smoothly entering the Amazonehaven (Amazone
basin) is a good example. With many more ULCCs to come
and no end yet at the continuous growth of the size of
­container vessels, ECT wants to be ahead of these developments. Therefore the Amazonehaven will be widened.
The original design of the Maasvlakte dates from the 1960s,
while the concrete plans for the terminals on the south
side of the ECT Delta complex were drawn up around 1990.
Nobody could then have imagined that ships of 14,000 TEU
would now be sailing the world’s oceans and that ships of
18,000 TEU have already been ordered. At that time, 6000
TEU was considered gigantic.
From 255 Metres to 310 Metres
Responding to the ongoing increases in scale, ECT and the
Port of Rotterdam Authority in its capacity as landlord have
agreed to widen the Amazonehaven from 255 to 310 metres.
Says Jan Waas, ECT’s Director Technology & Engineering:
“It’s really about bottleneck management. As long as the
weather allows pilots to safely bring ULCCs into the port,
ECT doesn’t want to be the limiting factor that prevents
the ship from using our terminal.”
Preparations for widening the Amazonehaven began in
mid-2010. The project is currently being tendered Europewide; the plan being that the contractor begins work in the
autumn of 2011. It will be a complex job. Located opposite
ECT is EMO, the largest dry bulk terminal in Europe. Under
the plans EMO will have to relinquish a 60-metre wide strip
of its terrain along a length of more than 2500 metres.
These 2500 metres on the opposite bank across from ECT
consists partly of a slope and partly a quay wall suited to
receiving large bulk carriers. As such the quay wall is one
of the strongest of its kind, so the demolition will be an
engineering challenge in itself. Sixty metres inland, EMO
will require a new quayside. Other challenges include the
re-situation of a large number of cables and pipes and a
cooling water outlet. Waas: “Of course we at ECT are delighted
with our neighbour’s cooperative attitude in helping us
achieve this widening.”
No Interruption to Operations
The work on the harbour basin will be undertaken in three
consecutive phases (see box). Phase A1 at the entrance to
the Amazonehaven is the most important, explains Waas.
“That’s where the incoming ships have to make their turn.
Just like a car with a trailer the whole thing tends to slew
out, and that means there needs to be enough room.”
Further into the harbour basin the enlargement ensures
that ULCCs can pass vessels moored up to the quay and
the bunker boats alongside safely, with enough space.
To ascertain precisely what is needed, the Port Authority,
Harbour Master, pilots and ECT have commissioned extensive
simulations. These have been carried out in the laboratory
at the Wageningen-based Marin research institute to
ascertain the exact requirements, taking into account
­different currents, wind directions, wind speeds and the
assistance of various numbers of tugs. The contractor will
undertake the work without impeding ECT’s operations.
From the shore side on the opposite bank there will be
some 50 metres at its disposal in the water for its equipment and suchlike.
‘The Amazonehaven is being
made ULCC Proof’
Important Phase A1 delivery due in September 2013
According to the current planning, the entire Amazonehaven
will have been completely widened from 255 metres to 310
metres by early 2014, including additional waiting berths
for barges at the end of the harbour basin on the EMO-side.
Delivery of the important phase A1 is already due in
September 2013. The draught of the Amazonehaven will
remain unaltered at 16.65 metres. The project requires a
total investment of 180 million euro’s.
New Quay Cranes On their Way
ECT intends to invest even more. In addition to adapting the
bollards to cope with the increased pull of ultra large ships,
making the south side of the ECT Delta Terminal ULCC-ready
will require additional investments in equipment. Waas:
“We are preparing to bring in at least five new large quay
cranes, in order to create an extra ULCC berth. The definitive
decision for ordering will be taken in line with market
developments and in close consultation with our customers.”
15
While daily operations carried on as much as possible,
the 775 metres long crane girder of the Eastern Rail Terminal
at the ECT Delta complex on the Maasvlakte was completely
renewed in a two-phase operation between February 2010
and March 2011. After more than 25 years of loyal service,
the renovations were urgently necessary. The equipment was
reaching the end of its useful life. For this reason the two
railway cranes on the Eastern Rail Terminal were also
­overhauled. One of these cranes will even be replaced by a
completely new one at the end of 2011 (see box). “Thanks to
the renovations at the Eastern Rail Terminal we can now
work faster and more efficiently,” says Jan van der Starre,
the supervisor responsible for the day-to-day operational
rail activities at the ECT Delta Terminal.
Three Rail Terminals, Eighteen Tracks
ECT can now again offer its customers on the Maasvlakte
three fully-functioning rail terminals. In addition to the
Eastern Rail Terminal with its four tracks and two railway
cranes, these are the Rail Terminal West which boasts six
tracks and two railway cranes and the Euromax Terminal
Rotterdam’s own rail facilities, which also number six tracks
and two cranes. Divided over these three rail terminals
some 125 rail shuttles currently depart from ECT each week.
The most important destinations are Germany and
the Netherlands, followed by Switzerland, Austria and the
Czech Republic. In cooperation with its logistics partners ECT
organises around a quarter of all these trains itself. As part
of European Gateway Services (www.europeangatewayservices.com) customers can benefit among others from
highly frequent connections to TCT Venlo (three times a
day) and DeCeTe in Duisburg (once a day).
Maximum Scope for Growth
Currently ECT’s Maasvlakte operation handles some
400,000 rail containers annually. “But rail transport will
show above average growth in the coming years,” predicts
Erik Nijhuis, rail specialist at ECT’s Marketing & Sales
department. “Customers are striving for more sustainable
and more efficient hinterland transport.” ECT’s rail terminals
offer all the necessary capacity. The same applies to the
links with the hinterland. The terminals on the Maasvlakte
form the starting and the end point of the Betuweroute;
this dedicated rail freight line opened in 2007, running from
Rotterdam right across the Netherlands to link directly
with Germany. The state of the art infrastructure offers rail
operators every possibility to further expand the number
of trains.
More Coordination, Better Product
Attractive rail links are more than just a question of infrastructure, however. A reliable, on time rail product demands
close coordination between rail operators, traction suppliers,
managers of rail infrastructure and terminals. Furthermore
capacity is not unlimited, particularly on the Port Railway
Line. For this reason chain management has been introduced
in Rotterdam under the leadership of Betuweroute operator
Keyrail. Effectively this amounts to a set of rules of play that
all players in the rail chain conform to, in order to ensure
the smooth throughput of trains in Rotterdam itself and to
16
Right
on Track
In answer to the customers’ wish for more sustainable and efficient
hinterland transport, Rotterdam is increasingly profiling itself as a
European railway hub. Following the recently completed renovation
of the Eastern Rail Terminal, ECT on the Maasvlakte is more than
ready to go with this trend. Three different rail terminals offer every
opportunity for handling extra rail shuttles.
ECT’s Erik Nijhuis (Marketing & Sales), Jan van der Starre
(supervisor rail) and Daniël ten Ham (project manager
of the renovations) at the revamped Eastern Rail Terminal
on the Maasvlakte.
and from the hinterland. Chain management’s common
denominator is that all parties inform one another in a full
and timely manner about the expected train arrival times,
changes of schedule, delays and so forth. This enables every­
one involved to arrange their work processes as efficiently
as possible. Chain management has also yielded positive
results for ECT, boosting efficiency in train handling. Even
so flexibility and an ability to improvise remain imperative.
New Rail Crane
This year ECT will replace one of the two rail cranes at
the Eastern Rail Terminal with a new one, that is currently
being built by Konecranes in Finland. In anticipation
of its arrival, the existing crane has already been fitted
with the drive gear of the new crane in order to prevent
damage to the newly-laid crane girder. The new Rail
Mounted Gantry Crane has a span of 32 metres, a hoist
height of 10.5 metres and a capacity under the spreader
of 40 tons. An active load control system will ensure the
easy positioning of containers above the trains.
The crane will be built up on the Eastern Rail Terminal
from September 2011 and will be taken into operation
in December 2011.
Every day ECT is busy with the optimal management of
the dynamics of rail logistics (with trains that often arrive
at just another time than originally planned) and the
­completion of the necessary information about the cargoes
to be discharged and loaded.
In order to improve the use of the capacity and increase
train throughput in Rotterdam even further Keyrail initiated
the so-called Goods Window at the beginning of 2011.
ECT and the Rail Service Center Rotterdam in the Waal-/
Eemhaven (situated directly alongside the ECT City Terminal)
now team up with Keyrail for a weekly meeting with each
individual traction supplier to evaluate the preceding week
and to refine the operating schedule based on the insights
gained.
Ready for the Future
With the Eastern Rail Terminal as good as new, the Rail
Terminal West and Euromax’s own rail terminal ECT is
ready for a successful rail future. “But of course we won’t
be resting on our laurels,” says Daniël ten Ham, project
manager of the recently completed renovation of the
Eastern Rail Terminal. “The next task is to adapt the Rail
Terminal West for the arrival of Maasvlakte 2. Just as with
the Eastern Rail Terminal, customers will notice little if
anything when this work is carried out.”
17
Managing Director Wim Bens poses next to the Dinalog landmark
in Breda: “The campus will be an attractive environment, inviting
cooperation as a matter of course.”
Building
on Logistics
Control
ECT’s Involvement with Dinalog
ECT is currently involved with Dinalog through its
­participation in the Ultimate project but more particularly
because its Director Marketing & Sales Wando Boevé
is a member of the logistics institute’s executive board.
18
Based in Breda in the southern Netherlands, the new Dutch Institute for Advanced
Logistics - Dinalog - aims to bolster the Netherlands’ leading position as gateway
to Europe. Managing Director Wim Bens: “Not by trying to do more of the same,
but by becoming smarter. It’s all about logistics control.” A Dinalog Campus and
support for innovative projects aim to make a major contribution in this regard.
“Transport and logistics currently contribute around
42 billion euro - seven percent - to the Dutch gross national
product,” says Wim Bens. “Around 39 billion euro’s comes
from physical activities with wafer-thin profit margins,
and only a mere three billion euro’s is earned through the
high-tech support and management of logistics chains and
related activities. Even though those are activities with very
healthy margins.” Dinalog aims to change all that. By 2020
it’s looking to have more than tripled the current three
­billion euro’s expended on high-end logistics. “We’ll do that
by lifting logistics in the Netherlands to a higher level,”
says Bens. “By claiming the director’s role our country will
be able to shore up its leading position in Europe.”
to boost to 40 million euro’s via other subsidy channels.”
A number of projects are already right on cue. ECT is also
taking part. Currently it’s participating in the Ultimate
project for the organisation of efficient multimodal hinterland networks, but there’s more in the pipeline.
Dinalog Campus
Bens lists a series of visible and obvious situations where
better organisation and management of transport flows can
yield considerable results. “Take the A15 motorway linking
Rotterdam with the rest of Europe, for example. For six hours
a day it’s super busy, and for the rest of the time there’s
almost nothing to do. Or the vessel in port that discharges
1800 containers as fast as humanly possible, after which
the majority of the containers stand around in the terminal
stack for days until a truck arrives in a hurry to come and
fetch them. And how often don’t you see a truck come in
with a full container only to leave again empty, while another
truck does precisely the opposite? Each link in the logistics
chain is trying to optimize its own processes. There’s no
overarching role. The Netherlands however, has all the right
qualities to take on such a task.”
At least as ambitious are Dinalog’s plans to develop a leading
international logistics campus. Next to Dinalog’s current
headquarters on the A16 motorway near Breda there’s
­thirteen hectares of land just waiting to be transformed.
The Dinalog Campus is to become the beating heart of the
logistics sector, not only in the Netherlands but also far
beyond its borders. Bursting with enthusiasm, Bens shows
a scale model of the planned development. “Once the campus
is completely finished in 2022, there will be 5000 high-end
logistics specialists working here, attracting some 400,000
visitors annually who will come to learn, to consult with
one another, to gain new experiences, to work together and
much more.” Total investment costs amount to 320 million
euro. This year already Bens wants to make a start on
­realising the first of the planned three so-called ‘knowledge
squares’. The first phase of this Dinalog Experience aims to
instantly inspire visitors and to offer them every opportunity
to experiment. Office buildings to house corporate R&D
activities and logistics control centres are planned around
the knowledge squares, says Bens. “It’s going to be a highly
attractive environment, inviting those present to work
together as a matter of course, leading to an acceleration
in the development of logistical innovations.”
Logistical Innovation
Incubator
Dinalog is working along various lines to realise its goals.
One way is by stimulating applied research, investing in
education and the dissemination of expertise and by
­supporting joint projects between the private sector,
­educational institutions and governing bodies aimed at
logistics innovation. Funding comes from the Netherlands’
national innovation programme. “Dinalog has been given
a mandate to bring the various parties in the Netherlands
together and challenge them to come up with new ideas,”
says Bens. “We’re working around three different themes:
cross chain control centers, mainports & hubs in control
and service logistics. Projects must always involve several
participants and those involved must be prepared to partici­
pate ­financially. Dinalog’s contribution is consistently some
25 to at most 50 percent of the project costs. From central
government we’ve been given a budget of around 25 million
euro’s for the period to end-2013; a sum we’ve since managed
To start construction of the Dinalog Campus requires an
investment of 50 million euro’s. Close on three quarters of
that has since been made available. But Bens and his small
staff aren’t pinning Dinalog’s ambitions on the campus
alone. The R&D divisions of several well-known companies
(transport company Jan de Rijk, DHL) have already relocated
to Dinalog’s current premises. “And there will be more to
follow,” says Bens. “We already organise scores of activities
such as ­seminars, project group meetings and so on.
What’s more, Dinalog aims to be an incubator for new, young
c­ ompanies with promising initiatives. Dinalog Campus will
offer them the space, but in our existing premises there’s
room too. We’re here to give new logistics ideas in the
Netherlands - wherever they might pop up - just that extra
impetus and support.”
Smarter Organisation and Control
More information: www.dinalog.nl
19
AVCT Avelgem
Stepping Stone
to Paris
AVCT in Avelgem is one of the extended gates in the hinterland ­network
which ECT offers as part of European Gateway Services. The inland
­terminal in South-west Flanders annually handles some 35,000 TEU and
serves an area which extends as far as Paris. A cross-border customs
license will allow containers to travel document-free all the way from
Rotterdam up to the French border in the immediate future.
“That over there,” says director Alain Zielens as he points to
a bridge 200 metres up the Scheldt river, “is why we decided
to build the terminal on this very spot in 1990. It is the first
bridge which barges travelling up the Scheldt cannot navigate with containers stacked three-high.” Inland terminal
AVCT was established on the initiative of various Rotterdambased transport companies to avoid unnecessary truck
­kilometres with full (and empty) containers and offer
­better service to shipping lines and forwarders. “In 1990,
an inland terminal at roughly 200 kilometres from the
­seaport was truly visionary,” says Zielens. “The prevailing
notion at the time was still that an inland terminal needed
to be at least 500 kilometres from the seaport in order to
be profitable.”
Empty Depot
Right from the beginning, AVCT has endeavoured to be an
extension of the shipping lines, explains Zielens. “We are
strictly neutral, without preference to the colour of the
container, and can also function as an empty depot for those
same shipping lines. That is important. AVCT services an
area of 250 kilometres, from the southwest of Flanders to
the Paris region. The Paris-bound traffic is mainly one-way,
causing a massive imbalance as hardly any laden containers
come back. This however also means that the exporting
industry in northern France is able to easily and cost-­
effectively source its containers from our empty depot. That
saves a huge amount of empty kilometres and, in addition
to being efficient, saves shipping lines a lot of money.”
20
At Least Five Times from Rotterdam
Barges from Rotterdam with a maximum capacity of 156 TEU
arrive at AVCT at least five times a week. Zielens: “For most
deep-sea carriers, Rotterdam is the first port of call in
Europe, so in terms of inbound traffic we receive 95 percent
of the laden containers from Rotterdam and 5 percent of
those from Antwerp. Outbound the ratio is fifty-fifty.
The advantage this brings is that our barges can efficiently
sail in a triangle: Rotterdam – Avelgem – Antwerp
– Rotterdam.”
Buffer Function
Annually, the terminal handles some 35,000 TEU; AVCT
arranges the barge planning as well as part of the haulage
for its customers using ten own trucks. The sailing time
between Rotterdam and Avelgem is eighteen hours; to be
on the safe side, 24 hours is calculated for this though due
to possible waiting times at the locks during the latter
part of the route. Zielens: “If so required, we offer recipients
unlimited temporary storage; they can have their containers
collected just-in-time. Our buffer function enables them
to optimally arrange their logistics. We are always ready to
spring into action: all a recipient needs to do is to give us a
call in order to accelerate or postpone the collection of his
container. Our official hours are from 8.00 to 19.00 hours,
but de facto we offer a 24/7 service.” Misunderstandings due
to language problems are unknown in Avelgem. The five
people manning the office can fluently communicate in
French, English or Dutch/Flemish.
Alain Zielens: “We offer unlimited temporary storage.”
Spider in the Web
“Logistics is a team effort,” says Zielens. “All parties work
together to make the process go smoothly. Our service area
is home to various major Japanese shippers which demand
of their shipping lines that they work with us. And by us,
I mean the inland terminal as a concept and AVCT because of
our track record. The companies blindly rely on the services
and information which we provide; we are their focal point
and all contacts are handled through us. We play the role of
forwarder, without getting involved in tariffs by the way.
We are and will continue to be completely neutral.”
Together with Willebroek
AVCT collaborates a lot with TCT Belgium, ECT’s inland
­terminal situated in Willebroek, downstream on the Scheldt
river. All ships to and from Avelgem also call at Willebroek,
allowing for the consolidation of cargo and providing an
easy solution for any empty container-related imbalance.
Zielens: “For some targets groups, we also pool our marketing
efforts. After all, we share the same goal: presenting
­customers with a perfect service.” Like Willebroek, Avelgem
functions as an extended gate in the hinterland network
which ECT offers customers as part of European Gateway
Services. In that respect, a cross-border customs license will
allow containers to travel document-free and completely
traceable from the deep-sea terminals in Rotterdam to the
inland terminals in the immediate future. “Our physical
infrastructure is completely ready for this: fencing, camera
surveillance, a guarded gate and permanent staffing.
The EDI connection with ECT is outstanding. We are able
to work with cargo lists which are 100 percent accurate.
In addition, the lists are frequently updated so that we can
quickly inform our customers should any changes occur.”
Perfectionist
AVCT
1.8 ha, fully paved
240 m quay length
200 m crane rails
2 x 36-ton gantry crane
2 empty container stackers
cleaning and small repair facilities
2000 m2 of warehouse space with 5 loading bays
Alain Zielens (55) has already been working at AVCT since
the terminal’s inception in 1990 and has since obtained
a 25-percent stake in the company. In reply to the question
what the terminal will look like in ten years, he says:
“Larger of course, but not too big. My flaw is that I am a
perfectionist. A terminal can only offer a perfect product
if its scope allows for a personal approach. All those years,
we have never had a day with an average throughput. It is
always about anticipating peaks and lows; flexibility and
credibility are crucial in this respect. ECT is on the right
path by increasingly simplifying the process for customers.
I want the same.”
21
Secure Lane
Rotterdam - Venlo
Cargo security is becoming an increasingly important factor in the logistics chain.
ECT is making a point of catering to this need – not only with ISPS-approved deep-sea
and inland terminals, but also by taking extra security measures on the daily rail
shuttles between Rotterdam and TCT Venlo. Each wagon has been fitted with a special
security bar (see photo). With that, the complete secure lane has become reality.
Inland Terminals ISPS-Proof as well
As part of its European Gateway Services (www.europeangatewayservices.com) ECT’s inland terminals are fully ISPScompliant as well. The terminals concerned are TCT Venlo,
TCT Belgium in Willebroek, ACT in Amsterdam, MCT in
Moerdijk and DeCeTe in Duisburg, which currently has
a limited ISPS area. The other partner terminals in ECT’s
inland network also meet ISPS requirements or will do so
in the future.
Security Bars
With the two end points of its logistics chains ISPS-proof,
ECT has also started looking at the security of the freight
transport in between. Since spring 2010 security bars have
been mounted on all wagons used by the rail shuttles
­running three times daily between Rotterdam and TCT Venlo
in the southeastern Netherlands. These bars comprise little
more than a steel plate, but are very effective as they prevent
the door from being opened once a container has been placed
on the wagon. Shuttle trains bound for DeCeTe in Duisburg
will also shortly start using these security bars.
Security Hot Topic
ECT has noticed increased demand from customers shipping
valuable goods for secure lanes and related services. Securing
cargo against theft is a hot topic. ECT has for example also
sealed an agreement with a major logistical services provider
at Distripark Maasvlakte. Through subsidiary Maasvlakte
Transport, ECT takes care of the transport of containers
between its deep-sea terminals and the company’s warehouse, whereby truck drivers have night access via the gate
so that even after hours they are able to deliver containers
securely to the dock.
Track and Trace
ISPS (International Ship and Port facility Security code) is
the international valid code for securing vessels and ports
against terrorist attacks and other such hazards. It goes
without saying that ECT, too, has set up and organized its
deep-sea terminals in accordance with the ISPS regulations.
In short that means a hermetically sealed, fenced and videomonitored environment where both cargo flows and people
are under complete surveillance. In this process the Cargo
Card plays an important role.
22
Step by step the logistics chain is in this way becoming
increasingly more secure. ECT’s next initiative on behalf of
its European Gateway Services customers is track & trace
for their cargoes. Via internet, customers can already see
online on various routes (Rotterdam - Venlo/ Duisburg/
Willebroek) whether a particular container is located at
the deep-sea terminal, is underway or has been delivered
to the inland terminal. ECT plans to roll out this service
further over the coming period.
ME AND MY VESSEL
Mykola Los is a happy man. The Ukrainian captain is currently taking the CSCL Star
on her maiden voyage between Asia and Europe. More than 30 years ago, his first
appointment as master was aboard a ship with a capacity of 300 TEU. Now, he is at
the helm of the latest addition to the fleet of China Shipping Container Lines. With
her capacity of 14,100 TEU the CSCL Star is currently the second-largest vessel in the
world. “And if it is up to me, I will arrive in Rotterdam as master of an 18,000-TEU
vessel in a few years’ time.”
Most exciting experience at sea?
“It is important to understand that
work at sea isn’t romantic. It is a hard,
responsible and dangerous job. I was
fortunate that I had a good teacher
when I was first appointed master.”
Why is captain the best job
in the world?
“I like my job, I am a happy man.”
Laughing, he points to the text on his
key ring: ‘Nobody is perfect… except the
captain’. “But seriously though, master
is a position of great responsibility.
I have a lot of experience which I very
much like to pass on to my crew.
We have a small training centre aboard
and in addition to the regular crew we
also have six cadets.”
If I want to brag about this vessel,
I say...
“The CSCL Star is a heavy, but nice lady.
We commissioned her on the 15th of
January 2011. She is the first of eight
ships of this size for China Shipping.
The main difference with previous
vessels is that the bridge and accommodations have been separated from
the engine room. We no longer feel the
vibrations of the engines. Compared to
earlier, smaller vessels manoeuvring
CSCL Star
Flag Hong Kong
Length 366 metres
width 51 metres
TEU-capacity 14,100
Crew 19 + 6 cadets
Loop Shanghai - Ningbo - Yantian Felixstowe - Hamburg - Rotterdam Hong Kong - Shanghai.
is not more difficult, although it is of
course different. Like switching from
riding a motorbike to driving a car.”
Nicest aspects of Rotterdam?
“The pilots here have very good equip­
ment. I have not yet seen the portable
unit they use here in any other port.
Apart from that, one needs to wonder
whether ships of this size should
not have two pilots. As far as I am
concerned, Rotterdam should stop the
deployment of mooring boats; this is
outdated, unsafe and unnecessary.”
Strong points of ECT?
“I cannot remember ever having any
complaints. ECT offers a high service
level. You do not see automated opera­
tions of this kind in any other port.”
23
Sustainable ECT
Examples of ECT’s Initiatives for Sustainable Entrepreneurship
Route from Rotterdam
ACT Amsterdam by barge
MCT Moerdijk by barge
MCT Moerdijk by train
TCT Venlo by barge
TCT Venlo by train
AVCT Avelgem by barge
TCT Belgium by barge
LCT Liège by barge
DeCeTe Duisburg by barge
DeCeTe Duisburg by train
Source: CE Delft
Serious CO2 Reduction
Through European Gateway Services, ECT customers can
bene­fit from highly frequent, efficient, reliable and
­sustainable rail and barge connections between Rotterdam
and a large number of inland terminals which function as
extended gates. Compared to road transport, opting for rail
and inland ­shipping offers companies a serious reduction in
their carbon footprint. For the various inland routes, ECT
has calculated as accurately as possible just how much these
savings amount to, without any window dressing. The CO2
savings ensuing from the use of rail and inland shipping are
in relation to the average consumption of a truck of one
litre of diesel per kilometre whilst transporting a 15-tonne
container.
24
To compensate for ten kilos of CO2, a tree needs to grow
for almost a year in the Netherlands. This quickly adds up.
A company which each week transports one container by
barge from Rotterdam to TCT Belgium annually saves 52 x
153 kg = 7956 kg of CO2. To offset this differently, nearly
800 trees in the Netherlands would need to grow for a year.
8000 kilos of CO2 also equals circumnavigating the globe in
a passenger car.
More information at www.europeangatewayservices.com
CO2 savings
per container
117 kg
74 kg
91 kg
230 kg
286 kg
240 kg
153 kg
246 kg
284 kg
346 kg