First Rail Shuttle Euromax

FAST FORWARD wInTEr 2008 ISSUE 43

Grand OpEnInG EUrOmax TErmInal InfOrmaTIOn KEy TO pErfOrmancE EcT cITy: nEw namE, SamE rElIablE SErvIcE

FIRST RAIL SHUTTLE EUROMAX

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 1 27-11-2008 11:28:46 FAST FORWARD WINTER 2008 CONTENTS

Colophon

Fast Forward, a business-to-business publication of ECT, appears three times a year. Please contact our Communications Department with any questions or suggestions you may have regarding the contents.

copy Rob Schoemaker, Rob Wilken (editor-in-chief) Translation Niall Martin, Dean Harte photography Eric Bakker (unless stated otherwise) layout Ontwerpwerk, The Hague printing Drukkerij De Longte, Capelle a/d IJssel External coordination 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 almost three-quarters of all containers at the Port of Rotterdam. ECT operates three deep-sea terminals here: the ECT Delta Terminal and the Euromax Terminal (together with the CKYH Alliance) on the Maasvlakte peninsula, close to the North Sea, and the ECT City Terminal in the Eemhaven close to the city centre. Currently, ECT 8-9 is developing a network of inland terminals to facili- tate better intermodal transport between Rotterdam and the European hinterland. In 2007, ECT handled FROM OFFICIAL TO COMMERCIAL 6.1 million TEU. 10-11 START Prior to the Euromax, the Delta Barge Feeder Terminal ECT is a member of the Hutchison Port Holdings (HPH) Group, a subsidiary of the multinational was also officially opened during a festive ceremony conglomerate Hutchison Whampoa Limited (HWL). on the 5th of September. Six weeks later the new HPH is the world’s leading port investor, developer dedicated facilities for feeders and barges have and operator with interests in a total of 292 berths opened commercially. Since then operations are in 47 ports, spanning 24 countries throughout being gradually expanded. Asia Pacific, the Middle East, Africa, Europe and the Americas. HPH also owns a number of transportation- related service companies. In 2007, the HPH Group “INFORMATION KEY TO handled a combined throughput of 66.3 million TEU PERFORMANCE” worldwide. 12-15 An interview with management board members Wando Boevé and Jasper Hooykaas. En route to No rights can be derived from this publication. a healthy future, ECT is pursuing several approaches. Proper data exchange with customers and logistical P.O. Box 7385, 3000 HJ Rotterdam, partners is essential in that respect. the Netherlands T +31 (0) 181 278 278 F +31 (0) 181 278 315 E [email protected] | W www.ect.nl NEW NAME, SAME RELIABLE SERVICE 16-17 ECT City Terminal is the new official name for the ‘Home’, the deep-sea terminal where it all began for ECT more than 40 years ago. Its strategic location close to downtown Rotterdam and its flexible services provision mean it is still the terminal of choice for many customers today.

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 2 27-11-2008 11:28:51 FAST FORWARD WINTER 2008 COLUMN SUNSHINE & RAIN

In the presence of many guests, we were in the fortunate position to consecutively officially open the Delta Barge Feeder Terminal and – together with our GRAND OPENING partner CKYH Alliance – the Euromax Terminal on the 5th of September 2008. It was a historic event: for the port, for our customers and, of course, for ECT EUROMAX TERMINAL itself. Now, the container sector in Rotterdam once again has plenty of room for growth. The opening on the 5th of September received a lot of attention, On the 5th of September, also from the international media. The only slight setback was the bad weather the Euromax Terminal was officially during the spectacular opening show. opened in the presence of about 1500 guests who were treated to This bad weather constitutes a logical link to the strong economic decline which has been occurring in the course of September. The credit crisis seems a more than spectacular show. to have turned the world upside down. The logistics sector is also being hit Rotterdam’s mayor Ivo Opstelten hard and many companies are starting to feel the impact of the worsening played a central role in the opening market situation. The business of our customers, and with that our business ceremony: he literally plugged in as well, will indubitably be negatively affected. Everyone’s resilience will be thoroughly tested in the coming time. Nobody can predict the exact scope or the new terminal, connecting it to duration of this economic downturn. What it all boils down to is confidence. the electricity grid. “The Euromax By deciding whether or not to spend their money, consumers are controlling Terminal is the culmination of the global economy. the technical and operational It is up to ECT to pick up the challenge of offering our customers and logistical experience that we in Rotterdam partners an even more efficient product in these times. One of the most recent have accumulated with regard to actions to this extent was the introduction of mandatory electronic data container handling over the past exchange as of the 1st of October 2008. This measure was preceded by almost forty years. This is pure quality!” two years of comprehensive preparations and extensive communication with our customers and relations. And it is now paying off. Well began is indeed half done. We are not there yet, but especially also due to the strong increase in electronic data exchange, the performance of our terminals is clearly on the up. This benefits all the links in the logistics chain. A sincere word of 4-6 NEWS thanks therefore to the many parties which have thought along with us over the recent period. In consideration of the vast numbers of containers passing 7 EUROMAX: RIGHT ON through our deep-sea terminals, EDI is crucial for further boosting our service SCHEDULE TOWARDS levels. Faxing, calling or worse… arriving unannounced at the terminal gate is THE 1ST OF JANUARY 2009 simply no longer feasible in today’s often complex logistics chains.

18-19 HAPAG-LLOYD AND A next milestone is the start of the commercial exploitation of the Euromax TCT VENLO CONNECTED Terminal on the 1st of January 2009. The feature on page 7 of this magazine BY RAIL has more information on this subject. With the relocation of the CKYH Alliance to the new terminal in full swing, the renovation of the quay of the Delta 20-21 DELTA REEFER CARE’S Dedicated North Terminal (DDN) will commence this spring. It is a planned COOL SERVICE action which we will not cancel because of the current market slowdown. Because bear in mind: no matter how bad the weather, there is always sun- 22 PORT-WIDE PILOT FOR shine after the rain. NIGHT-TIME DRIVING In addition, we can to some extent influence that weather ourselves. Especially in today’s 23 MY ROTTERDAM less favourable economic climate, the ideal geographic location of Rotterdam in relation 24 LINK IN THE LOGISTICS to both the North Sea and the hinterland can CHAIN prove a decisive factor for shipping lines to opt for the ECT terminals more often. It is up to us to make sure that we have the capacity to seize that opportunity.

Jan Westerhoud President of ECT

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 3 27-11-2008 11:28:52 NEWS NEWS

ECT FronTrunnEr in inTEgriTy

ECT is participating in Integrity, a new global project which is aimed at enhancing the door-to-door visibility of containers in optimally secured supply chains. To this extent, Integrity is developing a methodology which will both help the various links in the chain to improve the reliability and predictability of cargo flows and serve Customs organisations. The heart of the system is the so-called Shared Intermodal Container Information System (SICIS), which will initially be imple-

mented on container level and later on cargo Photo Roy Borghouts level as well. This coordinating IT system will comprise both own data and links to the data of providers in various segments of the supply chain. STarT ConSTruCTion The pilot version of SICIS which is now being developed, will be tested using seven different sample trade lanes between China MaaSvlakTE 2 and Europe. For this, 5000 containers will be fitted with electronic seals (e-seals). On the first of September construction started for Maasvlakte 2, the new port area of Rotterdam Participating in the pilot are container being built in the North Sea by spraying up sand to create artificial land. With the touch of terminal operators in Yantian, Felixstowe a button, Rotterdam’s mayor Ivo Opstelten gave the signal that work could begin. The work is and Rotterdam (ECT Delta), the logistics scheduled for completion in 2013, when the first vessel should be able to moor at Maasvlakte 2. service providers DHL and Seacon Logistics, ECT, too, is one of the prospective residents. The Euromax Terminal, currently still in the start-up the shippers Xerox and A.S. Watson, phase (see features page 7 - 9) will be able to expand on the reclaimed land with an additional the inland terminals DeCeTe Duisburg and 1800 metres of quay. The total Maasvlakte 2 project requires an investment of some three TCT Venlo and the customs organisations billion euro’s. More information on www.maasvlakte2.com. of the Netherlands and the UK. In addition, there are close ties with other projects, such as the EU - China Customs SSTL-project (green lane). ShorT CuT in PorT By providing real-time insight into containers, parties in the supply chain can actively Since September container trains in the feature is the 25 kV power supply. The rail intervene in the case of any bottlenecks Rotterdam port can make use of the network elsewhere in the Netherlands is and for example shorten dwell times. so-called ‘short circuit route’ (Kortsluitroute). limited to 1500 volts. In order to ensure At the same time, a further optimisation of This short cut of four kilometres runs directly a seamless whole from the Maasvlakte to customs inspections is possible. A container alongside the A15 motorway and offers Germany, the Port Railway Line will be which has already been scanned in China through trains to and from the Maasvlakte converted to the ERTMS safety system and would no longer require such an inspection the possibility of avoiding the Waalhaven a power supply of 25 kV in the coming year. in the Netherlands. South rail yard. This makes for a faster Integrity is funded by the European journey and at the same time reduces noise Commission and the Institute of Shipping pollution in the suburbs on the southern Economics and Logistics in Bremen bears outskirts of Rotterdam. responsibility for the coordination. ECT is The new short cut forms part of the Port closely cooperating with the Erasmus Railway Line of 48 kilometres which in turn University Rotterdam. The Integrity project functions as the beginning and the end of has started in June 2008 and will run the Betuweroute. This dedicated freight-only until 2011. More information on railway line links the port of Rotterdam www.isl.org/projects/integrity. directly with Germany. The Betuweroute is one of the first railway lines in Europe that has been equipped with ERTMS (European Rail Traffic Management System), the latest standard in railway safety. Another unique

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 4 27-11-2008 11:28:58 NEWS NEWS

ExPEriEnCE ThE PorT FirST Rotterdam has gained a spectacular new attraction: the Rotterdam Port Experience. In the centre of Rotterdam, at the foot of the Erasmus Bridge, visitors can experience the port in an inter- EuroMax active way. Utilizing the very latest technology and audio visual equipment, the Rotterdam Port Experience is an unforgettable encounter for young and old which defies description rail ShuTTlE on paper. On entering, there’s an immense photo-floor of the port, surrounded by various information displays. Then the real experience begins: a lift takes you to the virtual 200th In late September the new Euromax Terminal floor of Rotterdam’s tallest building which offers spectacular views of the port and city below. that ECT operates in partnership with the Just as you’re trying to take it all in, you’re asked to embark for a breath-taking trip round the CKYH Alliance gained its first dedicated rail port in a sloop, finishing in a container village. Naturally ECT is also featured here. By scanning shuttle service linking it to the hinterland. the containers you discover what cargoes they hold, you can load and offload, find out about Traction supplier on this service to TCT the various professions in the port or make your own film while suspended from a crane or Venlo, ECT’s inland terminal on the German- waterskiing behind a boat... And there’s lots, lots more! The Rotterdam Port Experience is Dutch border, is Veolia. The new rail shuttle open seven days a week. More information on www.rotterdamportexperience.nl. calls at the Euromax Terminal every Tuesday, and when there is enough cargo, also on Wednesdays. With increasing volumes at the new deep-sea terminal, the aim is to move to a daily service as quickly as possible. The Euromax has its own rail terminal with six tracks of 750 metres and two rail cranes. Located in the most northwestern point of the port, the rail terminal forms the start of the Betuweroute. This freight-only rail link connecting Rotterdam directly with Germany opened in 2007 and provides numerous opportunities for the further growth of rail transport. Euromax’s first rail shuttle to TCT Venlo, however, runs along the more southerly Brabantroute. Photo Rotterdam Port Experience

nEw aT ThE ECT CiTy TErMinal

In late November the first vessel plying The ECT City Terminal expects to welcome the new SAFRAN service between Northern another new scheduled service in the Europe and South America’s east coast north-south trade in mid-January next year. docked for handling at the ECT City Terminal. This new service will be operated jointly by The new service will be operated by six ships CMA CGM, Hamburg Süd and Hapag-Lloyd, with a capacity of 2800 TEU, five of which and will link Northern Europe via the belong to CMA CGM and one to Maruba. Caribbean and the Panama Canal to South All vessels have a large number of reefer America’s west coast. The three shipping plugs, thereby allowing the shipping lines lines will be deploying eight ships with a to take advantage of the increasing volumes capacity of 1700 to 2000 TEU. The service of Argentinian and Brazilian refrigerated runs between Rotterdam, Hamburg, Antwerp, cargoes to Europe. The vessels consecutively Le Havre, Port of Spain, La Guairá, Puerto call at Rotterdam, Hamburg, Antwerp, Cabello, Willemstad, Cartagena, Manzanillo Le Havre, Salvador de Bahia or Suape (Panama), Guayaquil, Manzanillo (Panama), (every other week), Santos, Buenos Aires, Cartagena and Caucedo, before crossing Montevideo, Rio Grande, Itajaí, Paranagua, the ocean once more for Rotterdam. Rio de Janiero, Tangier and back again to Rotterdam.

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 5 27-11-2008 11:29:03 NEWS

ECT ConTinuES PiloT ECT winS FirST PorT CoMMuniTy nighT-TiME Driving awarD

On the 5th of November, ECT was the winner of the very first Port Community Award. This new port award will from now on be awarded annually to the company in Rotterdam that makes the most optimum use of the coordinating Port Community System for port-wide information exchange. Chairman of the jury professor Jo van Nunen of the Erasmus University Rotterdam referred to ECT as the company that over a prolonged period of time had contributed the most to the fact that the Port Community System is now firmly rooted and undeniably of strategic importance to a successful future of the Rotterdam port. Due to its central role in the logistics chain, ECT in addition is responsible for generating the most messages through the Port Community System. Depending on the number of containers, properly pre-notified drivers calling at the ECT terminals In the final of the first Port Community between 22.00 and 04.00 hours are assured of a maximum stay time of between 45 and Award, ECT was up against container 75 minutes. This pilot, which was initiated by ECT in March 2008, is still in full swing. According shipping line Hamburg Süd, inland barge to operations manager Jan Molenaar of the ECT Delta Terminal, it however is by far still not operator Danser Container Line and freight busy enough at night. “Transporters have all sorts of reasons why they are only marginally forwarder VAT Logistics. participating. They wait and see what others do; we still need to get the ball really rolling.” Molenaar sees that in other sectors, such as the supplying of supermarkets and car dealerships, much better use is already made of the nightly hours. “Apparently, reliability is even more important there. In view of the traffic density on the motorways during the day it must how- FirST CoMMErCial ever be possible in the container sector to easily recuperate such an investment as well.”

FEEDEr aT DBF See also the feature at page 22.

In anticipation of the regular handling of feeders which will commence in December 2008, the Delta Barge Feeder Terminal (DBF) E-invoiCing To STarT in 2009 already conducted a commercial trial with this mode of transport in mid November. ECT will introduce electronic invoicing (e-in- more customers are requesting it.” An in- The feeder in question was the ‘Flinter voicing) in the first quarter of 2009. From house computer network is not a requirement Carrier’, which moored at the terminal to then on, the annual stream of 130,000 for e-invoicing however. Companies only discharge 100 containers. More on the DBF invoices will be dispatched digitally. The need to have internet access, an e-mail in the feature on pages 10 - 11. same applies to the appendices attached to account and Excel to easily process digital these invoices - often dozens of pages invoices. in length. “Every move we make with E-invoicing isn’t new. Large businesses in a container amounts to an invoice item, other sectors have been invoicing clients in so go figure what this means when you’re this way for some considerable time now. handling some six million containers Pastoor: “For customers it’s also helpful a year,” says Patrick Pastoor, ECT’s Financial that should they have any queries about Accounting & Control Manager. “Each year an invoice they can simply press the e-mail that adds up to a batch of around 800,000 button. One no longer has to phone, to fax sheets of paper.” The new digital invoicing copies and so on and so forth. That’s all system is practical for everyone. “It will save a thing of the past. We even provide our a mountain of paper and clients will be able customers with a digital archive in which to process invoices directly in their own they can retrieve submitted invoices any in-house computer network. That will save time, any place.” them a lot of work. And indeed, more and

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 6 27-11-2008 11:29:10 right on Schedule towards the 1st of January 2009

The commercial exploitation of the Euromax Terminal will commence as of the 1st of January 2009. The gradual taking-into-operation of phase 1 of this new deep-sea terminal of ECT and the Ckyh alliance is right on schedule, says Jan waas, the ECT management board member responsible for the project. Two of the eight Ckyh services are currently already being handled at the Euromax Terminal, the third will follow before the end of the year. in the meantime, new equipment is still arriving.

With the exception of a one-day inter- tuning all of these processes. Of course, new Quay Cranes ruption for the spectacular official the performance of the terminal has On the 1st of January 2009, the Euromax opening ceremony (see pages 8 - 9), not yet reached its final stage.” This is Terminal will commercially come on the second half of 2008 has been and also exactly what the six-month test stream on 600 metres of quay with will be fully dedicated to the gradual period is meant for. “It is especially 6 deep-sea quay cranes and 2 feeder/ coming on stream of the Euromax through the handling of substantial barge cranes. In line with the planning, Terminal. As of the 1st of January volumes that we can unearth flaws phase 1 of the Euromax Terminal will 2009, the new deep-sea terminal which would not surface in any test be fully operational halfway through in the north-westerly corner of the lab. Step by step, we are able to realize 2009. That means 1500 metres of quay Maasvlakte will actually commence further improvements.” with a water depth of 16.65 metres, commercial operations. En route to 12 deep-sea quay cranes and 4 feeder/ this, the terminal is increasingly Software Stable barge cranes, which combined account handling greater volumes. Jan Waas: The heart of the Euromax is the for an annual handling capacity of “On the 22nd of July, the first CKYH terminal operating system, which 2.3 million TEU. The remaining equip- liner service was relocated from interfaces with all the automatic ment necessary for this is gradually another ECT terminal to here. The equipment. Waas has ascertained coming in. Waas: “Feeder/barge moment these volumes were handled with some contentment that the soft- cranes 3 and 4 have just arrived; deep- to our satisfaction, a second service ware is functioning stably: “Version 5 sea quay cranes 7 and 8 are expected was added. A third service will follow has just been released. As a result, around the turn of the year. After that, in mid December.” This implies that the terminal is now also suitable for quay cranes 9 up to 12 will arrive in five more CKYH services are on the twin-lifting (loading/discharging two pairs every ten weeks.” horizon. “In January, the fourth will 20-foot containers at the same time, ed) arrive and this will continue until and twin carrying. Release 6 will follow Phase 2 under way mid-2009, when all the CKYH volumes in December. From then on, we will be In the meantime, a future phase 2 of will run through the Euromax able to start using the second trolley the Euromax Terminal is now also Terminal.” of the deep-sea quay cranes.” The fully starting to take shape. The civil works automated second trolley moves for another 300 metres of quay and Fine-tuning a container between the stacker plat- 17 stacking lanes have been contracted “All the basic essentials of the Euromax form at sixteen metres high in the out, meaning the contractor can get to Terminal are by now operational,” backreach of the crane and the AGVs work. Waas concludes: “The moment continues Waas. “In addition to the which take care of the transport to and the volume development makes this discharging and loading of deep-sea from the stack. This leads to a shorter necessary, we will also start ordering vessels, this also means operations main crane cycle, which benefits the related terminal equipment.” pertaining to feeders, barges, trains productivity. Release 6 will however and trucks, Customs and the customs not be the final one. “For next year, two scan process, invoicing, EDI, Internet, more software releases with further etc. What it boils down to now is fine- improvements have been scheduled.”

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 7 27-11-2008 11:29:14 on the 5th of September, the Euromax Terminal was officially opened in the presence of about 1500 guests who were treated to a more than spectacular show. rotterdam’s mayor ivo opstelten played a central role in the opening ceremony: he literally plugged in the new terminal, connecting it to the electricity grid. “The Euromax Terminal is the culmination of the technical and operational experience that we in rotterdam have accumulated with regard to container handling over the past forty years. This is pure quality!”

The Euromax Terminal aims to set a new standard in President Jan Westerhoud spoke on behalf of host ECT, container handling. ECT therefore went all-out for the followed by Hutchison Port Holdings’ Group (HPH) official opening of the terminal, which will be operated in Managing Director John Meredith. In his speech, Meredith partnership with the CKYH Alliance (Cosco, “K” Line, Yang emphasised the high ambitions that were at the heart of Ming, Hanjin Shipping). On the quay, a large marquee with the construction of the Euromax Terminal. “We started an adjoining theatre were erected. All this took place against this project three years ago with a clear vision to develop the impressive backdrop of the eight Euromax quay cranes a state-of-the-art terminal which would set a new bench- currently present at the terminal and four gigantic container mark in efficient and sustainable container operations, vessels, one from each of the CKYH partners. both in Europe and around the world.”

Speeches Chief Executive Officer of the Port of Rotterdam Authority The official programme commenced in the marquee with Hans Smits and mayor Opstelten next underlined the speeches from the many stakeholders who played a role significance of the new terminal for the entire port. Smits: in the realisation of the Euromax project. Needless to say “The Euromax Terminal forms a bridge to Maasvlakte 2

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 8 27-11-2008 11:29:24 grand opening Euromax Terminal

(the land reclamation project of the Rotterdam port in the gave their go-ahead for the opening via a joystick. Mayor North Sea, ed.), a link between today and the near future. Opstelten then had the honour of connecting the terminal Euromax’s quay wall will be extended on Maasvlakte 2. to the electricity grid. This also constituted the starting sign The terminal can continue to grow on the newly created land.” for a breath-taking and highly varied show with lots of fireworks and performances by the Tap Dogs from Australia After that, the partners of the CKYH Alliance explained and the extreme theatre company KitonB from Italy. The new the significance of the Euromax Terminal in relation to the Euromax quay cranes and automated guided vehicles were future growth of their respective companies. Successively, also part of this unique show. Capt. Wei Jiafu, President and CEO of Cosco Group, Hiroyuki Maekawa, President and CEO of “K” Line, Robert Ho, President The spectacular opening of the Euromax Terminal will of Yang Ming Marine Transport Corporation and Young- indubitably stick in the minds of most of those who were Min Kim, Senior Executive Vice-President & COO of Hanjin present for a long time to come. But in the end, of course, Shipping took to the stage. Capt. Wei Jiafu: “The Euromax it is all about performance. ECT President Jan Westerhoud has Terminal raises the cooperation within the CKYH Alliance no doubts whatsoever in that respect. “These new facilities to a higher level.” will enable ECT and the CKYH Alliance to meet the growing demand for deep-sea container handling capacity in Breathtaking Show Northwest Europe. The location will provide our CKYH Following the speeches, the actual opening ceremony was partners with a strategically strong home base in the heart performed at the adjoining open-air theatre, which was of Europe.” fittingly constructed from containers. Each behind their own desks, ECT, HPH and the members of the CKYH Alliance

From left to right Jan Westerhoud, John Meredith, Hans Smits, Capt. Wei Jiafu, Hiroyuki Maekawa, Robert Ho and Young-Min Kim.

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 9 27-11-2008 11:29:32 Delta Barge Feeder Terminal From official to Commercial Start

Prior to the Euromax, the Delta Barge Feeder Terminal was also officially opened during a festive ceremony on September 5, 2008. Six weeks later the new dedicated facilities for feeders and barges have opened commercially. The first regular barge offloaded its containers on october 21, and since then operations at the Delta Barge Feeder Terminal are being gradually expanded. The second and third wide span gantry cranes are expected to begin operating this December.

The opening ceremony on September 5 could hardly have been held at a more suitable location. Guests for the official opening of the Delta Barge Feeder Terminal were received aboard the Ocean Diva, a party ship similar in size to a large inland shipping vessel. After speeches by ECT President Jan Westerhoud and Chief Operating Officer André Toet of the Rotterdam Port Authority, Toet had the honour of taking up the megaphone to order the symbolic offloading of the first container from a Unifeeder feeder vessel and loading this box on board a vessel of Danser Container Line. It was the starting signal for a short spectacular show on and around the three wide span gantry cranes which form the heart of the Delta Barge Feeder Terminal. From the water the guests had a fantastic view of a mix of music, dance, fireworks and special effects. Numerous national flags emphasised the hub function of the new terminal.

Jack of all Trades The Delta Barge Feeder Terminal is located at the tip of the Maasvlakte’s Delta peninsula, flanked on either side by the Delta Dedicated North Terminal and the Delta Dedicated East Terminal. On the quay, with a depth of 10.65 metres and a length of 840 metres, stand three wide span gantry cranes to service both feeders and inland barges on the sea side as well as the Multi-Trailer Systems that fetch and deliver the containers on the land side. Between and behind the crane legs the Delta Barge Feeder Terminal also has its own stack, enabling ECT to have the containers ready and waiting even before the vessel has arrived. The handling capacity will initially amount to some 300,000 feeder and barge moves a year (480,000 TEU).

Phased operational opening This capacity will not become available overnight, however. The Delta Barge Feeder Terminal will be taken into operation

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 10 27-11-2008 11:29:37 Slowly but surely ECT is expanding the Delta Barge Feeder Terminal into a full swing operation.

in phases. After the official opening on September 5, ECT expecting to regularly start handling feeder ships. From that immediately resumed full speed ahead with testing cranes, moment on the terminal will really be living up to its name. training staff and setting up the organisation. Operations “The largest feeder ships currently in operation of 1500 TEU manager Theo van Zijll: “The philosophy behind the Delta can soon look forward to efficient handling here,” says Barge Feeder Terminal is completely new within ECT. operations manager Theo van Zijll. “A last step is that during It’s halfway between a sea and a land operation. Finetuning the first quarter of 2009 all three of the cranes will each the organisation of it will take some time. It’s the first time have to be taken out of service in turn for a month for that we’re working with this type of crane, the logistics modifications, but after that we expect to be able to operate process in relation to pre-stacking is different, etc. We have at full capacity.” to get used to things, both indoors with regard to operations management as outdoors on the quay.” More leeway “Both the feeders and the barges will gain more leeway 21 october Commercial launch to operate,” says commercial executive Florian Vreeburg. Meanwhile the Delta Barge Feeder Terminal has been “If the marine terminals berth program is tight, then the operating commercially for some time now, albeit initially Delta Barge Feeder Terminal offers a logical alternative. with just a single crane. Barge operator Wanssum’s ‘Cunado’ Given the increasing size of deep-sea vessels and the started the ball rolling on 21 October 2008, and was quickly concomitant container numbers, it’s clear that the Delta followed by other inland shipping vessels. Over the first Barge Feeder Terminal will be meeting a need.” few days the terminal only offloaded barges - a conscious decision, according to supervisor Aad Taapken, who moni- value added already Proven tored the preparations and the initial handling. “Offloading “In its very brief history the Delta Barge Feeder Terminal is a good deal more straightforward. When you’re putting has already demonstrated its added value on at least one the crane to the real test for the first time, you don’t want occasion,” Van Zijll concludes. “The IJsselstad inland barge to make it any more difficult than necessary.” Apart from that serves as a dedicated shuttle between the Delta a few minor teething problems, Taapken was more than peninsula and CTVrede - Steinweg’s inland terminal in satisfied with how things went. “As a result from October 24 Amsterdam looked to run into delays, but by diverting the we started to load containers as well.” vessel to the Delta Barge Feeder Terminal it was avoided falling behind.” Second and Third Cranes Slowly but surely ECT is expanding the Delta Barge Feeder See also the news item at page 6. Terminal into a full swing operation. If all goes according to plan, the second wide span gantry crane will come on line in the first half of December with the third scheduled to become operational later the same month. In early December, moreover, the Delta Barge Feeder Terminal is

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 11 27-11-2008 11:29:41 Management Board Members Jasper Hooykaas and Wando Boevé: “ information key to Performance”

“In the eyes of many outsiders, ECT is a stevedore before Jasper Hooykaas: “We are handling more anything else. This of course is true, but that is only part of TEUs on the same number of hectares.” the story. ECT is also increasingly becoming an intermodal player,” say Wando Boevé and Jasper Hooykaas. “We operate at the crossroads of deep-sea, feeder, rail, inland barge and road transport. Our focus is geared to both the sea side and the land side. To ensure that containers flow through our terminals as optimally as possible, we are increasingly directing our efforts to the hinterland and the European feeder ports. That benefits all parties involved. In the case of incoming volumes, containers must be moved to the hinterland as fast as possible; outbound containers need to be supplied just-in-time”

More through the same Factory In order to efficiently direct the increasingly larger container volumes across the marine terminals, ECT has recently introduced several measures. Examples are the implemen- tation of a Cargo Opening Time and Cargo Closing Time for the delivery of containers for the deep-sea vessel and various efforts aimed at limiting the number of ‘long stayers’ in the stack.

As a result of a multitude of minor and major measures and initiatives, ECT’s performance is developing positively, ascertain Boevé and Hooykaas. “There of course is still plenty of room for improvement, but we are successful in adequately directing the higher volumes through the same ‘factory’. We are handling more TEUs on the same number of hectares. Needless to say this pleases us. And our customers as well, as we have noticed. But like we said before: there is always room for improvement.”

Sense of urgency Both board members agree that one of the most crucial factors in this respect is the timely availability of correct advance information. Advance information means ECT knows what to expect, enabling the company to properly anticipate situations. Since the 1st of October 2008, it has been mandatory for trucks, trains and inland barges calling at the ECT terminals to electronically provide advance information about the containers which are to be delivered or picked up. As of the 1st of December, the same rule will apply to the feeder sector. “This obligation follows on two

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 12 27-11-2008 11:29:45 “The official openings of the Delta Barge Feeder Terminal and the Euromax Terminal were unique moments for ECT, the Ckyh and our other customers.” Management board members wando Boevé (Marketing & Sales) and Jasper hooykaas (operations & human resources) are pleased with this new capacity. En route to a healthy future, ECT is however pursuing several approaches. Making optimum use of the existing facilities is at least as important. Proper data exchange with customers and logistical partners is essential in that respect.

years of preparation. Time which we have used to extensively consult with our customers and logistical partners.” Boevé Wando Boevé: “Not all shippers realise that and Hooykaas understand all too well that it is not always a lack of information at ECT also negatively easy for them to provide ECT with the information it requires. impacts their own performance and costs.” “This information is often buried deeper within the logistics chain, where the sense of urgency has not always fully registered yet. Not all shippers realise that a lack of information at ECT also negatively impacts their own performance and/or costs.”

DBF as an Example The new Delta Barge Feeder Terminal (DBF) could become a pre-eminent example of the added value of advance information. The coming on stream of this dedicated terminal for feeders and inland barges is in full swing (see feature pages 10 - 11) and offers both modes of transport the extra handling capacity which everyone has been eagerly anticipating. Boevé and Hooykaas: “The hardware is in position. The concept we want to implement here however goes much further. Before a vessel actually arrives at the DBF, we already want to pre-stack containers for loading there. It is also our ambition to directly tranship containers to the feeder or inland barge while the deep-sea vessel is still alongside the quay. Proper advance information however is crucial in this respect. Without this advance information, there is nothing we can do.”

Creative with windows The same has in fact already applied to the daily operations at the marine terminals for much longer. A mere 30 percent of deep-sea vessels arrive at the ECT terminals within their allocated windows. An insolvable problem, say Boevé and Hooykaas. “With weather conditions constantly changing, one day behind schedule in a 56-day round trip is actually an excellent performance for shipping lines. It is up to us do deal with this given fact. It is a game which we will need to play with one another; a game which can however only be played on the basis of timely and correct information. In this way, we can make sure that the ship can still moor alongside the quay time and again. If necessary by notifying a vessel in advance to reduce the sailing speed; this can save a shipping line considerable amounts of fuel and prevents frustration when, upon arrival, it turns out that the quay is already occupied.”

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 13 27-11-2008 11:29:49 “ What we as ECT need to do is plain and simple: make sure that we consistently provide a better product.”

vast increase to us constantly needing to break down the entire stack. Boevé and Hooykaas can understand that the actions of In addition, we are thinking about the introduction of a truck ECT - currently for mandatory electronic data exchange, appointment system. This means that road transporters can for example - sometimes lead to irritations in the market. only access the terminal within a previously agreed upon “That is the fate of a market leader. We take our responsi- timeslot, which will allow the flow to further improve.” bility by optimally making use of our limited capacity and, with that, of the limited capacity of the Rotterdam port. Different Mindset And we definitely make a point of looking before we leap in What the two board members especially want to communi- that respect. As much as possible, we consult with all parties cate is that anticipating growing container volumes entails involved and invest a lot of time in reaching consensus. more than just adding additional capacity. A different mind- As regards the exchange of information, we are now reaping set is needed as well. “With the introduction of ships of the benefits of this in the form of a vast increase in the more than 13,000 TEU, among other things call sizes, peak number of electronic pre-notifications and a qualitatively loads and with that the required berth productivity at our better logistics process. Again: this is not just for the benefit terminals will only increase. That simply asks for a different of ECT. A concrete advantage for hinterland transporters for approach. Advance information is one of the key elements example is that they immediately receive feedback after in that respect.” their pre-notification about the actual availability of a container at our terminals.” opportunities for hinterland The fast conveyance of containers to and from the hinter- More Plans land is crucial as well. The extended gate concept is one ECT has even more plans to further optimise the degree of of the measures introduced by ECT to achieve this. In this capacity utilization by means of electronic data exchange. concept, containers are moved by train and inland barge to “We also want to make electronic pre-notification mandatory an inland terminal immediately upon arrival at the marine for the delivery and pick-up of empty containers. If a trans- terminal; the customs formalities are then dealt with at this porter comes to collect an empty container, we would in inland terminal close to the final destination. This could addition like to be able to load according to specifications. be one of ECT’s own inland terminals (TCT Venlo, DeCeTe In this scenario, the transport company notifies us before- Duisburg, TCT Belgium), but also one of the two inland hand about the shipping line and the type of container. hubs which ECT agreed to cooperate with earlier this year: The moment he arrives, we then retrieve an empty container CTVrede - Steinweg in Amsterdam and CCT in Moerdijk. from the stack which meets the stated specifications and Boevé and Hooykaas: “As far as the hinterland is concerned, which is the easiest for us to collect. This will put an end there are many more opportunities to make smarter and

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 14 27-11-2008 11:29:51 more efficient use of the capacity. Take night-time driving, unique Moment for example. After eight ‘o clock in the evening, there are In addition to all these agreements related to process hardly any trucks at our terminals. There are many oppor- improvement, ECT is of course also continuously working tunities here (also see article page 22, ed). We are open round on physical expansion. The Delta Barge Feeder Terminal is the clock, but beyond that the 24-hour economy is not yet already on stream and the gradual bringing into operation of real significance in the Netherlands and Europe. Everyone of the Euromax Terminal for partner CKYH is also steadily sees this, it is relatively simple to change it, but not enough progressing. The target date for the commercial exploitation is happening in this respect.” Another option for making of the Euromax Terminal is the 1st of January 2009. Boevé more optimum use of the capacity is working with push and Hooykaas: “The official opening on the 5th of September barges on the water side. “Whenever there isn’t a vessel was a unique moment - not just for the CKYH Alliance and underneath a crane, we could put a push barge there and ECT, but for all our other customers as well. In the imminent load it. A push tug can then take the barges in convoy to future, other shipping lines will benefit from the capacity a point in the hinterland from where the cargo is further which will become available at the ECT Delta Terminal distributed.” Implementing this in practice however is because of the relocation of the CKYH Alliance.” Before that, proving difficult and there are still various bottlenecks the quay of the Delta Dedicated North Terminal (DDN) will which need to be tackled. The same factually applies to rail. however be thoroughly renovated. “When this will commence “The productivity at our rail terminals has significantly depends on the relocation of the CKYH Alliance. We expect improved as well. Our rail product currently exceeds market to make a start with the terminal renovation in the spring expectations. Many rail operators however leave their trains of 2009. Expectations are that the DDN will be fully up to parked for too long after they have been discharged and standard and ready for accommodating additional volumes loaded. In addition, there are no or hardly any trains running again at the end of 2009.” on the Port Railway Line on Saturday and Sunday. That is simply not of these times anymore.” Both board members Of course, both members of the management board are fully have placed their hope on Keyrail, the party responsible for aware of the fact that the current economic situation is far exploiting the Betuweroute cargo railway line which directly from optimal. Making predictions as to how this will affect connects Rotterdam to Germany. “They have taken the lead the container sector however proves difficult. Time will tell in a project geared to chain management on the Port Railway how volumes will develop in the coming time. “What we Line. In the future, there will only be two types of trains in as ECT need to do is plain and simple: make sure that we the port: trains which are discharging and loading and trains consistently provide a better product.” which are moving. Waiting trains which are blocking the operational process will become a thing of the past.”

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 15 27-11-2008 11:29:53 Many clients of the ECT City Terminal are active in plying the north-south routes between Europe and South America.

new name, Same reliable Service

Piet Hein Horstmeier assumed his new post of general at our terminal are bound for destinations within a radius manager of the ECT City Terminal last Summer. The conven- of 60 to 65 kilometres. Just ten kilometres away there’s tional ECT City Terminal represents a new challenge for a huge fruit and vegetable auction. On the other side of him after his previous position at the fully-automated ECT the river - a good 15 kilometres drive - you have Rotterdam Delta. Horstmeier has quickly become attuned to the rapid Fruitport. And in addition the ECT City Terminal is used dynamics: “At the ECT City Terminal it is a constant coming intensively for reefer transshipment.” Horstmeier believes and going of liner services,” he remarks. A major factor in that the number of reefer containers passing through the this continuous relocation process is the deployment of ECT City Terminal will continue to rise strongly - providing larger vessels of 8000 TEU or more, for which the ECT Delta all the more reason to respond to the demand. Terminal is far better equipped. But each time a liner service “We’re currently busy increasing the number of reefer is leaving there are newcomers to fill the breach (see news plugs from 1100 to 1360.” By dint of careful planning and item page 5). relocation, additional capacity for this has been created within the existing terminal area. Strong in north-south Traffic Many clients of the ECT City Terminal are active in plying reshuffling Complete the north-south routes between Europe and South America. In future reefers could also be stacked in layers of three “For us it’s an advantage that the ships in this trade are instead of the current two, Horstmeier says. That’s because unlikely to exceed 6000 TEU,” says Horstmeier. “South capacity on the ECT City Terminal is limited. As part of American ports in particular have too many draught a larger reshuffle in the Waalhaven and Eemhaven harbour limitations to make that possible.” A factor of far greater basins during the past few years, the terminal continually importance for these shipping lines is the location of the had to move up slightly. According to the general manager, ECT City Terminal. Huge volumes of fruit and meat reefer the recent transfer of a limited number of hectares to cargo from South America come into Rotterdam port, the neighbouring Rail Service Center Rotterdam marks the for which many of the buyers are located just a stone’s throw completion of this process. “Now it’s up to us to utilize the from the ECT City Terminal. “The majority of the cargoes current lay-out as effectively as possible.” In the past that has

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 16 27-11-2008 11:29:57 ECT City Terminal is the new official name for the ‘home’, the deep-sea terminal where it all began for ECT more than 40 years ago. its strategic location close to downtown rotterdam and its flexible services provision mean it is still the terminal of choice for many customers today. with an annual handling of more than one million TEu the ECT City Terminal is anything but a minor player on the European stage. The terminal is continuing to further perfect its services provision under its new general manager Piet hein horstmeier, for example with the recent expansion of the number of reefer plugs by almost 20 percent.

Piet Hein Horstmeier: “We’re currently busy increasing the number of reefer plugs from 1100 to 1360.” new name, Same reliable Service

also always been the case, he hastens to add. “Our operations trucks reporting at the gate at the same time, even though team here seems to like nothing better than to ring the the ECT City Terminal is also open 24 hours a day on the changes.” It’s typical for the flexible attitude at the ECT City land side. The other 40 percent of hinterland traffic mainly Terminal. Clients benefit from it - both the large(r) players goes by inland shipping. “We have a dedicated inland in north-south traffic as the innumerable smaller shipping shipping crane operating 24/7. To ensure an optimal capacity lines. “Partly because we are a conventional terminal with utilization of this crane, we operate a dynamic timetable. lots of manpower we’re in a position to offer a really tailor- Each inland barge is allocated a slot in advance indicating made service,” says Horstmeier. “And of course the scale of when it will be welcome at the quay. If it fails to make this operations is smaller. A call size of 600 to 800 containers slot, then it’s automatically shifted to a later time. That way here counts as big, while at the ECT Delta Terminal it’s we can keep the crane operating at optimal capacity.” more like a feeder, in a manner of speaking. Here we’re in a position to respond to changes immediately. The type of ongoing improvements vessels mooring up to the quay are also a lot more work. To handle the ‘big stuff’ the ECT City Terminal is equipped For example, they might have on-board cranes that you have with eight deep-sea cranes, accounting for some 680,000 to work around.” deep-sea/feeder moves a year, equal to some 1.1 million TEU. “Here, too, we’re constantly looking to optimize our 24 hours a Day operations. Crane 9 has just undergone a complete midlife Due to the relatively short distances involved for much conversion and crane 8 is due to get one over the coming of the ECT City Terminal’s hinterland traffic, the modality year,” Horstmeier explains. “In addition we’re poised to most frequently deployed is road. “Around 60 percent of replace a number of straddle carriers. The new eco-versions the containers are fetched and delivered by truck,” that will be introduced will generate fuel savings of some Horstmeier says. “On Mondays, in particular, activity is at 20 percent.” a peak. That’s when trucks come to fetch the reefers offloaded at the weekend by the major deep-sea vessels on the north-south routes.” As elsewhere, this means many

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 17 27-11-2008 11:30:00 hapag-lloyd and TCT venlo connected by rail

Many years ago the rotterdam branch of hapag-lloyd was one of the first shipping lines to benefit from the rail facilities at TCT venlo, ECT’s inland terminal on the Dutch-german border. in a smoothly operating team effort between ECT, shipping line and customers, import containers always arrive at their destination just-in- time. The dispatch of return cargoes comprised mostly of empties, operates just as smoothly.

For many decades Hapag-Lloyd has been a major presence in Albert Thissen Rotterdam. The shipping line’s Rotterdam office (200 staff) in the Waalhaven services the European hinterland with the provision of combined barge and truck transport, trucking and rail transport. Accounting for just two percent of the total the latter amounts to a relatively small but smooth- running activity, says Albert Thissen, Managing Director of Hapag-Lloyd Nederland. The rail terminal at TCT Venlo (see box) on the Dutch-German border plays a prominent role in this. “Our client MeadWestvaco, for example, was one of the first to use TCT Venlo. The American cardboard manufacturer set up its European Distribution Centre right next door to the rail terminal in 1990. In view of the increasing congestion, the company showed remarkable foresight. And even back then the environment already amounted to a key factor for them.”

Just-in-Time After being offloaded at the quay of the ECT Delta Terminal many containers of Hapag-Lloyd customers bound for the Venlo region travel by rail shuttle to TCT Venlo. From here deliveries take place just-in-time by truck to the customer. “It’s child’s play,” says Thissen. “The advantage TCT Venlo offers our clients is also that they can reduce their own storage capacity to a minimum.”

From Chanel Packaging to Sixpacks

MeadWestvaco is a US manufacturer of high-grade cardboard. Since 1990 its European Distribution Centre (EDC) has been situated in Venlo on the Dutch- German border. Bert Cremers of MeadWestvaco: “Not only did the city of Venlo offer favourable incentives for locating here, the location is also highly strategic. Another major factor influencing our decision both from a logistics and an environmental point of view was the opportunity to use rail transport. Our European Distribution Centre has an open connection to the rail terminal at TCT Venlo, which we also use as a storage facility. The barge terminal that TCT Venlo is to offer from end 2009 will certainly offer new possibilities, but we still have to look at that more closely. After all, the barge terminal will require additional road transport, while we are situated right next to TCT Venlo’s rail terminal. The bottom line is that we want the containers from Rotterdam on the terminal as fast as possible. There are plans afoot to route all MeadWestvaco’s European cardboard imports via Venlo - around 2700 containers annually. You could say that rail transport has proved its worth.”

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 18 27-11-2008 11:30:05 hapag-lloyd and TCT venlo connected by rail

good Communications to the Far East, where they are in great demand. As every- “Everything depends on good communications. For example, one knows, you can generate significant cost savings through our client MeadWestvaco also maintains direct contact with an efficient repositioning.” ECT,” Thissen continues. “They pass on the order of priority of the containers to TCT Venlo themselves. That way TCT More Choice Venlo can take this information into account when allocating From end-2009 TCT Venlo will also have a barge terminal cargoes to the trains and stacking on the inland terminal. at its disposal. Thissen sees this as a significant added value, That’s absolutely a benefit generated by working together. even though the barge and rail terminal will be situated The lines between ECT, Hapag-Lloyd and MeadWestvaco are some 1.5 kilometres apart. “We will have more options at so short that we can sort out any potential problems almost our disposal, enabling us to choose the right modality based as quickly as they arise. Quite simply, it works very well.” on the moment our clients want their containers. In addition to just-in-time, the cost aspect is key here. Transport by barge import and Export plus a little extra trucking can eventually end up costing less Thissen: “Taken together, some 2600 40-footers and 600 than rail only. But for a client like MeadWestvaco, situated 20-footers travel to TCT Venlo annually by rail. On the return literally right next to the rail terminal, that obviously journey to Rotterdam most of the containers are empty, doesn’t hold true. For them, just-in-time is a priority. currently some 1400 a year. TCT Venlo is given a large amount For empties, too, the barge can be an option, and not only of leeway to plan return transports itself - as long as our for transports to Rotterdam. Using inland barges we can containers are back in port within a specified time span. also send empties into the German hinterland if required.” From there the empties are for the most part repositioned

TCT venlo: Several Trains a Day to rotterdam

TCT Venlo (Trimodal Container Terminal Venlo) was founded by ECT in 1982. The inland terminal is strategically situated in the Venlo region - the Netherlands’ third logistical hub - and just a stone’s throw from the German Ruhr region. TCT Venlo is connected with the ECT terminals on Rotterdam’s Maasvlakte via a rail shuttle with several departures a day. From end 2009 TCT Venlo will also operate an inland shipping terminal.

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 19 27-11-2008 11:30:09 Delta reefer Care’s Cool Service

Ton van Ravesteijn: “Our added value is that we offer a single point of entry for all shipping lines and that our specialists are present 24/7.”

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 20 27-11-2008 11:30:14 Transhipment moments always hold a certain degree of risk, especially as regards Delta reefer Care’s the vulnerable cargo which is moved in reefer containers. During their stay at the terminals, ECT therefore always contracts out the care for reefers to a specialist: Delta reefer Care. “we guarantee that while the reefer is at the terminal, the shipping Cool Service line, cargo owner and ECT do not have to worry about a single thing.”

For more than ten years now, ECT has already been refrigeration technology and electricity. Furthermore, they contracting out the care for full reefers at its deep-sea attend courses on new technological developments, which terminals to Delta Reefer Care, a joint venture between are offered by the three leading reefer suppliers – Carrier, ECT and reefer maintenance specialist Smith Holland. Thermo King and Daikin. “We have noticed that good per- Manager Ton van Ravesteijn of Delta Reefer Care: “At the sonnel is a highly sought after commodity,” says Van time, ECT listened well to the wishes of the shipping lines Ravesteijn. when it decided to contract out reefer care to a real specialist. And that is what we are. Delta Reefer Care combines the any Terminal, any Job hardware and software systems of ECT with the technological “We constantly remind our staff of the importance of staying know-how of Smith Holland. We guarantee that while the alert. Customers have benefited from that pro-active attitude reefer is at the terminal, the shipping line, cargo owner and on more than one occasion. We also train our people to ECT do not need to worry about the valuable cargo. With be multifunctional within our organisation. They must be about 75 employees, we currently handle approximately able to carry out any reefer job at any terminal. That makes 200,000 reefers at the ECT Delta (3250 reefer connections), their jobs more interesting and it makes planning easier the ECT City (1360) and, since recently, the Euromax as well.” Of course, the reefer sector is keeping up with the Terminal (1850).” current trend of scaling-up which is taking place in transport. Vessels are growing larger, have more reefer points Specialised work and are increasingly working with standardised systems. At the ECT terminals, engineers of Delta Reefer Care The information systems surrounding reefer containers constantly see to it that the reefers are properly connected are also developing rapidly. A growing number of reefers to and disconnected from the terminal electricity grid - currently have a so-called slave modem through which all an essential task. At the same time, the temperature setting sorts of information about, for example, the temperature on the reefer is compared to the information provided by can be communicated in real-time, among other things to the shipping line beforehand. Any deviations in this respect the computer of Delta Reefer Care. It is also possible to adjust are immediately reported to the shipping line through the temperature from a distance. Van Ravesteijn: “Along the coordinator of Delta Reefer Care. The engineer can also those lines, it is now also already possible to initiate the determine whether temperature deviations have occurred ripening process of certain types of fruits and vegetables in the recent past. In addition, the engineer always carries during the sea voyage so that the products can be moved out a visual and technical inspection. Is everything to the shop shelves just-in-time upon arrival. But we as functioning accordingly, is there any oil or Freon leaking? Delta Reefer Care have nothing to do with that. Our main If something is wrong, then the shipping line can either responsibility is making sure that the reefers at the terminals have the repair carried out by Delta Reefer Care or bring in are at the required temperature. Always.” an ‘own’ repair shop. Minor repairs such as replacing a plug or cable are in fact almost always carried out by Delta Reefer Care. Furthermore, Delta Reefer Care keeps on eye on the Essential to global logistics temperature the entire time the reefer is at the terminal. The cool/freeze container or reefer is essential to the global transport of 24/7 temperature-sensitive cargo. Especially food - meat, fish, dairy products, Van Ravesteijn: “Our added value is that we offer a single potato products and fruit - is involved, but also flower bulbs, certain chemicals point of entry for all shipping lines and that our specialists and blood plasma. Each product has its own ideal temperature and its own are present 24/7. In addition, our engineers are skilled to vulnerabilities should the temperature becomes too high or too low. such an extent that they can do more than just carry out The heavier products are moved in 20-footers, the lighter ones in increasing- repairs; they are also capable of properly analysing any ly more common 40-footers. The latter is the equivalent of about 150 house- problems and clearly communicating their findings. hold refrigerators. The message that a red light is blinking is virtually useless The hart of the reefer is the cooling machine, which either draws electricity to a customer; he wants to know exactly what is going on.” from an external source or temporarily generates its own power by means According to the manager, this level of professionalism of a generator (gen set). The cooling machine has to function properly at all does not come about just like that. The basic reefer service times. That is why sea-going vessels always have engineers and spare parts training alone takes several months. This is followed by aboard. At the terminal, the terminal operator bears responsibly for the reefer. training courses which teach staff all the ins and outs of

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 21 27-11-2008 11:30:14 Port-wide Pilot for night-time Driving

Since March of this year, ECT has been executing a pilot regarding the guaranteed night-time handling of trucks. a port-wide initiative must now take night riding to the next level. rob Bagchus, director of Deltalinqs: “Shifting transport activities to the quieter hours of the day is truly essential to ensure a continuous good circulation of road traffic.”

“The busiest moments for the delivery hauliers, the VRC the shipbrokers and Bagchus: “At the moment, we are and pick-up of road containers at agents and ECT joins in as the largest approaching potential participants. Rotterdam’s terminals to a great extent container stevedore in Rotterdam. This requires more energy than coincide with the rush hours of daily The Port of Rotterdam Authority, initially anticipated. The good news commuter traffic,” says Rob Bagchus. the coordinating regional road manager however is that the major shippers The director of Deltalinqs, the port and (‘Verkeersonderneming’) and the are already moving a significant industries’ association in Rotterdam, Ministry of Transport, who has adopted percentage of their cargo flows by rail regularly sees traffic on the port motor- the project, are represented as well. and inland shipping. We are therefore way A15 grinding to a halt. And that Bagchus: “Initiating a pilot in talking to shippers and forwarders while there is more than enough room conjunction with the entire chain will which are slightly smaller. We expect on that very same motorway between offer us insight into any bottlenecks clarity from them at the end of 2008, 19.00 hours and 05.00 hours. “We there- and allows us to resolve them. We want meaning the port-wide pilot can fore strive for a better utilization of to know exactly what it takes to make actually commence in early 2009.” capacity, especially also during the night-time driving successful. so-called ‘empty hours’. The ambition The round-the-clock opening of the That the pilot has to be initiated is is to reduce rush hour traffic by twenty container terminal is just one aspect. beyond question as far as Bagchus is percent.” To this extent, Deltalinqs Road hauliers must also be able to concerned. “With container volumes and the Port of Rotterdam Authority deliver the cargo elsewhere. Secure on the up and the road works which have initiated the program Accessible parking places en route could also have been planned on the A15 motor- Port (‘Bereikbare Haven’). The port- prove a stimulating factor.” way in the port between 2009 and wide pilot with night-time driving is 2015, night-time driving is really crucial one of the many projects. Pilot can commence Early 2009 to ensure a durable, optimum circu- In practice, the pilot ambition is lation of road traffic. The pilot will Entire logistics Chain currently focusing on finding compa- make the advantages visible to all the At the initiative of Deltalinqs, the entire nies which are actually willing to links in the chain.” logistics chain is participating in the break through their fixed patterns project group for the port-wide pilot: by shifting cargo flows to the nightly Also see the news item on page 6 for EVO represents the shippers, Fenex hours, including more flexible opening more information on ECT’s current the freight forwarders, TLN the road times of their distribution centres. pilot.

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 22 27-11-2008 11:30:20 MY ROTTERDAM

The global character of the container sector brings many NAME CAPT. CHARNG-SHYANG LIN foreign shipping company representatives to Rotterdam. (CHARLES LIN) How do they experience living and working here? COMES FROM TAIPEI, TAIWAN PROFESSION DEPUTY SENIOR VICE PRESIDENT AT THE EUROPEAN OPERATION CENTRE OF EVERGREEN LINE IN ROTTERDAM SINCE MAY 2006 LIVES IN SCHIEDAM, A VERY TRANQUIL LITTLE TOWN DIRECTLY NEXT TO ROTTERDAM, ON THE NORTHERN BANK OF THE RIVER AND FAMOUS FOR ITS DUTCH GIN

The automated terminal concept is amazing

My favourite spot in rotterdam From a professional point of view: the ECT Delta Terminal. The automated concept is amazing. on the weekend, i often go to I go to Tai-Wu on the Mauritsweg just Typically Rotterdam People are very hook of holland, the seaside town on the northern down the road from Rotterdam Central friendly. In my apartment complex, bank of the entrance to the rotterdam port. i like to Station. for example, everyone says good sit there with a cup of coffee and watch all Evergreen morning and holds open the door for ships sail past. if the weather is good, i also have a Favourite bar The outdoor cafe shops you, even if you are still ten metres splendid view of the cranes of the ECT Delta Terminal. along the coastline of Hook van away. In addition, Rotterdammers are Holland. very direct, clearly voice their opinion; I like that. It gives you the opportunity The main difference between Favourite shop For gifts for my family to directly address problems. Rotterdam and my hometown I love the in Taiwan, I go to the De Bijenkorf living climate here. Another striking department store in downtown Hard to get used to The urinals are too difference is the large number of Rotterdam. They have everything there. high for most Asian people, and I’m motor bikes in Taipei; in Rotterdam, not kidding. What I also find difficult you see much more bicycles. The region Must-see or must-do in Rotterdam to get used to are the many bicyclists, is also much greener. The small village of Kinderdijk: especially in the morning when I’m not just for the nineteen windmills, heading to my office in the dark. Favourite neighbourhood I like the but also because you can perfectly They come from all directions. Kop van Zuid district; it offers splendid see how the Dutch have created land views of the old port of Rotterdam. from water and combat flooding. What I miss in Rotterdam In Taiwan I often take the captains of Evergreen There is a saying in my country: ‘God I did a lot of outdoor swimming. Such ships to the Kop van Zuid for lunch or created man, the Dutch created land’. pools however are hard to find here. diner at Hotel New York. Favourite sporting event Watching My ‘secret’ tip After a busy day at the Favourite restaurant For western-style snooker on Eurosport TV. Especially office, letting go of your work is not food: La Cocotte next to my office in when Marco Fu from Hong Kong or easy. My secret tip is twenty minutes the suburb of Hoogvliet. For real Tian Pengfei from mainland China of Tai Chi. It balances your body and Chinese food like it is back home, are playing. mind and helps to clear your head.

0457.1064 Fast Forward 43 Winter 2008_WT_2.indd 23 27-11-2008 11:30:25 LINK IN THE LOGISTICS CHAIN

Bill Dijkstra (54), the netherlands, captain of motor tank vessel victoria, one of the four lubricant bunker vessels of the verenigde Tankrederij.

Captain Bill Dijkstra (m) with skipper Wilco (l) and seaman Ricky (r).

“Why do so many shipping lines bunker in to serve no less than five ships within their lay Rotterdam? Not just because of the low price, times. An important part of my job as a captain but also because of the quality, the reliability is puzzling over how to make sure that we can and the administrative services which we supply all the ships in time within Rotterdam’s provide: our operations are fully automated. extensive port area. I constantly need to react To shipping lines and stevedores, it is of great to unexpected occurrences: vessels arriving importance that we consistently deliver our behind schedule or delays which occur because products within the lay time of the sea-going valves will not open or because narrow pipes vessel. In addition to bunker oil in various aboard the ship lead to longer pumping times. qualities and quantities - often between 3000 and 10,000 tonnes - we also supply an even greater variety of lube oils for all the moving ‘Safe and clean are essential’ parts of ships’ and other engines. The Victoria has a capacity of 1370 tonnes for lubricants in 13 separate tanks; generally speaking, this is Our industry is increasingly becoming more sufficient for 50 sea-going vessels. professional: larger and faster double-hulled vessels, automation, improved procedures. We are currently in the middle of pumping Safe and clean are essential. That is why skipper 15 tonnes of generator oil aboard the CMA Wilco (18) and seaman Ricky (16) always connect CGM Carmen; in addition to this, we are our pipes to the vessel themselves. We do all delivering barrels of specialized oils and fats. we can to make bunkering safe, fast and just- Delivering lube oil is much more complicated in-time. To make our operations as well-oiled than bunker oil because on some days we have as possible…”

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