Amsterdam Seaports ENG edition 2

AMSTERDAMAMSTERDAM-BEVERWIJK-IJMUIDEN-ZAANSTAD

2009/nr2

SEAPORTS

Portbase connects Amsterdam Seaports and Rotterdam High-tech vessels for Spliethoff and BigLiftCradle to Cradle: Making the most of waste

Innovation special

From all over the world, we meet at Sitos.

Sitos Commodities (Amsterdam) B.V. Sitos operates in various countries and locations such as: • The Netherlands - Amsterdam • United Kingdom - London, Tilbury, Hull and Liverpool • Ireland - Dublin • Ghana - Tema and Takoradi • Togo - Lome • Cote d’ Ivoire - Abidjan.

Amsterdam: Accraweg 39, 1047 HJ Amsterdam Phone +31 (0) 20 585 3830. Fax +31 (0) 20 585 3849. E-mail: [email protected]

From all over the world, we meet at Sitos.

Sitos Commodities (Amsterdam) B.V. Sitos operates in various countries and locations such as: • The Netherlands - Amsterdam • United Kingdom - London, Tilbury, Hull and Liverpool • Ireland - Dublin • Ghana - Tema and Takoradi • Togo - Lome • Cote d’ Ivoire - Abidjan.

Amsterdam: Accraweg 39, 1047 HJ Amsterdam Phone +31 (0) 20 585 3830. Fax +31 (0) 20 585 3849. E-mail: [email protected]

YOUR COMPASS TO PROFIT!BCA, Barge Company Amsterdam bv is a registered trademark and part of the Ter Haak Group.

Daily barge shuttle service:Antwerp - Amsterdam v.v.Rotterdam - Amsterdam v.v.All Rhine destinations up to Basel

Barge Company Amsterdam BV gives youthe fastest, safest and most reliablealternative in container- and conventionaltransport at very competitive rates:• Door-to-door delivery in the Amster-

dam region with our own trucks fromthe Amerikahaven or the Suezhaven

• Storage of containers at our terminals• Maintenance, repair and cleaning of

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Call or e-mail for a quotationwithout obligation!

Ruijgoordweg 80-Westpoort 79891047 HM Amsterdam - The NetherlandsT +31 20 6116688E [email protected] www.terhaakgroup.com

BARGE COMPANY AMSTERDAM BV

Opmaak febr.09 - 1-2 pg.:Opmaak 1 21-04-2009 14:42 Pagina 1

C O L O P H O N

Contents AmsterdAm seAPOrtsPublisher: Amsterdam Ports Association

Contributors: Bart Stam (chief editor), Jan van den Berg, Albert Boes, Rolf Hermsen, Helen Hill, Joris Moes, Karel van der Weide

Photos: Amsterdam Ports Associations, Dick van den Berg, Martin Hendriksen, Ed Seeder, Bas Beentjes and others.

Translation: Writewell: Andrew Rogers, Akke Pinkster

Advertising:Joris van der Hoek,De Ruijterkade 7, 1013 AA AmsterdamTelephone + 31 20-6273706Mobile phone +31 6-41842210Fax: + 31-20-6264969E-mail: [email protected]: www.amports.nl

Important addresses:

Amsterdam Ports AssociationManaging director: Wim RuijghDe Ruijterkade 7, 1033 AA AmsterdamTelephone: +31 20-627 37 06Fax: 31+020-626 49 69E-mail: [email protected]: www.amports.nl

Port of AmsterdamP.O. Box 194061000 GK AmsterdamTelephone: (0)20-5234500Fax: +31 20-6209821Ships movements information:Telephone: +31 20-6221515E-mail: [email protected]: www.amsterdamports.nl

Port representatives abroad USA Jacob Willemsen (New York)+1 212 681 [email protected] Roy Wansik (Houston)+1 713 964 [email protected] Hans Lip (Neuss/Düsseldorf )+31 654 334 [email protected] Gert-Jan Nieuwenhuizen (Shanghai)+86-13916694437 and +31 06 5369 [email protected]

Beverwijk HarbourNoorderkade 1, 1948 NR BeverwijkTelephone: +31 251-224750Fax: +31 251-214050E-mail: [email protected] site: www.beverwijk.nl

Zeehaven IJmuiden NVHalkade 4, P.O. Box 5411970 AM IJmuidenTelephone: +31 255-547000Fax: +31 255-547060E-mail: [email protected] site: www.zeehaven.nl

Zaanstad HarbourWestkade 2, 1506 BA ZaandamTelephone: +31 75-6816888Fax: +31 75-6816799E-mail: [email protected] site: www.zaanstad.nl

Business Association ORAMDe Ruijterkade 71013 AA AmsterdamTelephone: +31 20-6222111Fax: +31 20-6203133E-mail: [email protected] site: www.oram.nl

Chamber of Commerce AmsterdamDe Ruijterkade 5, 1013 AA AmsterdamTelephone: +31 20-5314000Fax: +31 20-5314699E-mail: [email protected] site: www.amsterdam.kvk.nl

Layout: FIZZ reclame + communicatie, Meppel

Printed by:Giethoorn ten Brink, Meppel

� Amsterdam Seaports No. 2 2009 www.amports.nl

05 Takingthelead

07 Newsinbrief

08 Workhorseoftheindustry

09 Shipdockbagsconversiondeal

11 InnovationmonitorforAmsterdamandRotterdamSeaports

12-13 Recessionisstillalongwayoff

15 Fabricombuildsnewdrillinginstallation

16-17 AmsterdamSeaportsbucksrecessiontrend

19 Sustainabilityisheretostay

20 Dutchcustomsgodigital

22 Junctionofmodalities

24 Nosteelwithoutscrap

26 Thebestofbothportcommunitysystems

28 Therearealwayschancesforbrokers

30 Studentsahoy!

Coverphoto:ASvitzertugploughsthroughthewaves.

Advertisers

18AYOP

03TerHaakGroup-BCA

25TerHaakGroup-CCA

29IskesTowage&Salvage

10Oiltanking

10Portbase

10Sea-Cargo

02SitosGroup

32Svitzer

14TerHaakGroup-USA

06VCKLogistics

03WaterlandTerminal

289

A M P O R T S

www.amports.nl Amsterdam Seaports No. 2 2009 �

Taking the leadVarious studies show that regions can benefit from increasing

European integration and globalisation. When national borders

cease to exist, the direct competition between regions on issues

such as efficiency, innovation, infrastructure and the educational

level of the working population will increase. Amsterdam

Seaports is no exception to this rule. Only through a joint

approach can our region compete with seaports elsewhere in

Europe.

Regional cooperation was one of the main topics at the annual

port conference in Amsterdam, and I am positive about the future

in this respect. The four ports of Amsterdam Seaports already

work closely together in many areas, such as central nautical

management, infrastructure, innovation and education. Let us not

forget that AmPorts (Amsterdam Ports Association) itself has been

a prime example of succesful regional coorporation for over 20

years.

Recently released figures tell their own story: In the first two

months of 2009, Amsterdam Seaports are doing better than our

competitors’ in the Le Havre-Hamburg sector.

While the above-mentioned conference featured many excellent

speakers, I was especially impressed by the analyses of Lorike

Hagdorn, Professor of Transport, Distribution and Logistics at

the VU University in Amsterdam. She rightly remarked that the

seaports in North-western Europe should not only focus on each

other but also keep their eye on relatively new competitors in

Southern Europe, where container and oil terminals, cruise ports

and the like are developing at a rapid pace.

I completely agree with Professor Hagdorn that Dutch seaports

in general, and Amsterdam Seaports in particular, have to take

these initiatives seriously and acquire influence where possible.

While establishing joint ventures is an obvious example, I would

also like to see us actively taking the lead within the region. This

is certainly an option due to our high-quality services, including

Portbase, the new port communication system of Amsterdam and

Rotterdam (see page 26). With these types of innovative projects

and progress, we need not be overly concerned by new initiatives

in the Mediterranean. An appropriate saying here might be: If you

can’t beat them, join them!

Michiel A. Wijsmuller, Chairman AmPorts

AMSTERDAM SEAPORTS Official publication on behalf of the ports of Amsterdam, Beverwijk, Ymuiden and Zaanstad Published 4 times a year in English: by Amsterdam Ports Association ([email protected] www.amports.nl)

MOREABOUTAMSTERDAMPORTSASSOCIATIONANDITS300MEMBERS:WWW.AMPORTS.NL

N E W S I N B R I E F


MOREABOUTAMSTERDAMPORTSASSOCIATIONANDITS300MEMBERS:WWW.AMPORTS.NL

PRePARAtIONS fOR VOPAk OIL teRMINAL

In cooperation with the Port of Amsterdam, Vopak

started in March with soil compaction tests. A new

terminal for the storage of petrol and other oil

products such as bio-fuels and gas oil will be

constructed in the Afrikahaven area. In the first

phase this will have a capacity of 720,000 cubic

metres, eventually to be expanded to one

million cbm.

Soil compaction is necessary due to the soft layer

of peat that is located at a depth of three to five

metres.

eUROPeAN MARItIMe DAy

Wednesday 20 May is the second European

Maritime Day, which is designed to increase the

focus on shipping and coastal trade, ports and

associated maritime sectors across the entire

European Union. The central theme will be making

shipping more sustainable via the use of cleaner

fuels. Participating port authorities will mark

European Maritime Day by hoisting the

characteristic blue and yellow starred flag.

Many companies in Amsterdam Seaports

participated in the first such day, including the

Ter Haak Group, Waterland Terminal, IJmuiden

Seaport, Shipdock, Oiltanking and OBA Bulk

Terminal.

HANS GeRSON LeAVeS PORt Of AMSteRDAM

Amsterdam City Council has appointed Hans

Gerson as City Alderman responsible for Transport

and Traffic, including the North-South Line and

‘Living and Monuments’. Gerson has been General

Director of the Port of Amsterdam since

September 2000.

After studying Planology and Economy, Gerson

started his career as management assistant at the

city of Amsterdam in 1975. Having held several

positions in the field of Spatial Planning and Real

Estate, he became managing director of the City

of Amsterdam’s real estate department from 1990

to 2000. During this time Gerson was involved in

the development of the Ceres Paragon container

terminal, now ACT.

CONtAINeR VeSSeL WItH GRAffItI

NileDutch supports contemporary and alternative art. In March and April, around

fifty artists from Holland, Belgium, France and Portugal decorated the 194-metre

container and RO/RO vessel NileDutch Kwanza with graffiti while it was being

loaded and unloaded in the ports of Lisbon, Rouen and Antwerp. The graffiti

artists used a staggering 4,000 cans of spray paint to cover the nearly 1,000-

square-metre hull surface.

The NileDutch Kwanza can be admired in the port of Amsterdam on 6 June when

it moors at USA (United Stevedores Amsterdam). The vessel will be returned to

the original NileDutch colours in six months.

WäRtSILä exPANDS IN IJMUIDeN

On 30 March Wärtsilä Netherlands BV opened a new building where the Finnish

company will maintain and revise ship engines and propulsion systems in the

coastal town of IJmuiden, one of the four ports of Amsterdam Seaports. Its floor

surface of 3,000 square metres contains a training room, plus a large, up-to-date

workshop with modern conversion machinery and portable tools for maintenance

activities on site and onboard vessels. The previous office in IJmuiden offered

far less possibilities as it was just one sixth of the size. Wärtsilä’s new location

will mainly service dredging and inland shipping vessels and fishing boats, and

provide five extra jobs.

CRUISe SeASON fULL Of OPPORtUNItIeS

Amsterdam and IJmuiden are expecting the arrival of 115 cruise ships in the

coming season, carrying a total of around 200,000 passengers. Some one

hundred vessels will moor at the Passenger Terminal Amsterdam (PTA),

discharging around 180,000 people. While slightly down on 2008, these

figures still represent an increase of 22 compared to 2007.

The main reason that fewer cruise vessels are coming to Amsterdam this

year is that companies such as Carnival and Costa Marina have decided to

sail closer to their home market. Despite the economic downturn, Passenger

Terminal Amsterdam is

optimistic about the near

future and expects to benefit

form the projected growth

of three percent in the

global cruise market in 2009.

Cruise vessel Albatros at the

Passenger Terminal Amsterdam

Currently under construction at the Ohua

shipyard near Shanghai, the so-called

D-4 vessels (400-ton cranes) are 17,500

dwt and have two main cranes with a

combined lifting capacity of 800 tons, as

well as one crane with a 120-ton capacity.

They are suitable for sailing in the most

extreme temperatures and have 1A Ice

Class status.

BigLift managing director Arie Peterse

says the five are specially designed to

cope with high deck loads for heavy

cargoes such as large modules and

ship sections. “The arrangement has

been based on good experiences with

BigLift’s Happy River vessels, which were

built from 1997 to 1998. If visibility

from the wheelhouse is hindered

by high deck loads, the vessels can

then be manoeuvred from a second

command station forward, located on the

breakwater.”

tRAINING CADetS

Aware of the need to encourage

youngsters into the maritime industry,

BigLift has also designed the vessels to be

able to accommodate 10 cadets. Crews

normally comprise around 18 people.

Additional accommodation, a classroom

and a training bridge will be incorporated

into the vessels. Most of the cadets will

come from the Maritime Academy near

Amsterdam and be studying and working

on board as part of their maritime

education..

Due to be completed from mid-to-end

2010, the D-4 vessels are actually a further

development of the D-Gracht vessels of

parent company, Spliethoff, being built

in China. Eight of these vessels should be

pessimistic about the future. The year

2009 has been pretty buoyant so far and

there are still heavylift and project cargo

assignments around. In general, a lot of

project cargo is moving around the world.”

OffSHORe PROJeCtS

Peterse also emphasises that there are still

quite some offshore activities underway,

which he expects to continue even as oil

prices fall. “The oil majors have to find new

oil and develop new fields. In addition,

power-generating equipment has to

be shipped as the worldwide energy

consumption is still increasing, albeit it at

a lower rate than in the economic boom

times.”

BigLift also has two multi-purpose

heavylift vessels with 1,800 tons lifting

capacity on order from Larsen & Toubro

in India. Being built at the new-build

facility at Hazira, the vessels are due to be

delivered in the second half of 2010.

www.bigliftshipping.com

completed by the end of this year (see

page 30-31).

SIMILAR LAy-OUt

Peterse points out that basing the new

vessels on the Spliethoff ships gives

both companies an advantage in terms

of greater flexibility. “The vessels have a

similar layout to the Spliethoff D-Gracht

vessels, giving us the ability to switch

cargoes if need be on either vessel type.”

BigLift and Spliethoff have not worked

with the Ohua shipyard before and, as

is usual with all builds, will have their

own supervisory team on-site to oversee

the construction. This team normally

comprises three or four experienced

shipbuilders and engineers.

“BigLift is unusual in that most shipping

lines are not ordering currently due to

the economic climate,” Peterse adds.

“But the company is building for the next

20 years, which is the life-time of these

vessels. Although we are not immune to

the economic slump, I am certainly not

BIGLIFTORDERSFIVENEWHEAVYLIFTVESSELS

Workhorse of the industryTheAmsterdam-basedcompanyBigLiftisoneoftheveryfewshippinglinesplacingnewordersatthemoment,includingfivenewheavyliftvessels.AriePeterse,BigLiftmanagingdirector,dubsthevessels“theworkhorseoftheindustry.”

� Amsterdam Seaports No. 2 2009 www.amports.nl

I N N O V A T I O N

The Happy River makes the waves for Africa.


Kees Jan Groen, Shipdock managing

director, says 2008 turned out to be the

best year ever at the company and even

2009 had got off to a healthy start, despite

the economic downturn.

One particularly interesting project in 2008

was a huge 228 tonne steel job on the

vessel, Durban Bulker. The vessel had run

aground off South Africa. Owned by New

Century Overseas Management, the 32,500

dwt vessel was at the yard for seven weeks

for bottom repairs and a survey.

Shipdock had to renew large sections of the

bottom plating and the attached internals.

The company also carried out inspections

of the main engine bearings and undertook

tailshaft clearance.

This month, Shipdock is also due to start on

the refit the Royal Netherlands Navy vessel,

the “Hr.Ms. Zuiderkruis”. The group carried

out repairs and maintenance on four navy

vessels in 2006.

the vessel, the hold is to be divided into

40 or 50 smaller holds. Each one will then

contain different types of fish food.

Groen says it is the first time the shipyard

has been asked to convert a vessel into a

fish food carrier. Shipdock will fabricate

and install cargo silos in the hold, install

a stern thruster, pressurised discharging

system and two new generators. The repair

and conversion yard will also have to

install a type of conveyor belt in the hold

underneath. Grit blasting and painting,

both in and outside, will also be carried out.

The job is expected to take around four

months to be ready for the fish season’s

start this month. Forty people are due

to work on the contract but this number

could rise to around 80, if subcontractors

are included.

As well as yards in Amsterdam and

in Harlingen, Shipdock has a steel

construction and machine shop, Niron,

which is on site at the Amsterdam facility.

Shipdock is investing 1 million euro in a

new milling machine at Niron. This is due to

arrive this month.

www.shipdock.nl

The Shipdock team will initially work on the

Zuiderkruis in the navy yard in Den Helder

from May until July and then in August, the

ship will come to Shipdock in Amsterdam

for around 10 weeks.

eIDSVAAG POLARIS

In another interesting job at its subsidiary

yard in Harlingen, in the northern

Netherlands province of Friesland,

Shipdock has been asked to shorten a dry

cargo vessel and turn it into a fish food

carrier, in a contract worth around 4 million

euro.

Eidsvaag Polaris, owned by Norwegian

owner Eidsvaag AS, was a 2,440 dwt, 82 m

long dry cargo vessel. But once converted,

the vessel will sail along the Norwegian

coast to supply the many fish farms located

there.

Shipdock has been tasked with taking a 12

metre section out and as well as shortening

I N N O V A T I O N

DRYCARGOSHIPTRANSFORMSINTOFISHFOODCARRIER

Shipdock bags conversion deal InnovationisneverfarawayfromtheworkofAmsterdamrepairandconversionyardShipdockandthelast18monthshavebeennoexception.

The Eidsvaag Polaris

Maintenance on the Durban Bulker

www.portbase.com

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The most efficient highway runs

over the seaTwice a week v.v.

Sea-Cargo ASBergen, Norway

Tel. +47-55108484www.sea-cargo.no

Sea-Cargo Agencies BV Amsterdam, The Netherlands

Tel. [email protected]

www.amports.nl Amsterdam Seaports No. 2 2009 11

The port authorities of Amsterdam and

Rotterdam have joined forces on this

innovation research project, which will

be carried out by the Rotterdam School

of Management, a part of Erasmus

University. “In contrast to other industry

sectors, no studies have been made

of the innovative strength of the two

largest seaports in the Netherlands,”

says Jan Egbertsen, senior adviser to the

Port of Amsterdam. “This is why we have

asked Erasmus University to go ahead

with an innovation monitor among

maritime companies in Amsterdam and

Rotterdam. In doing so, we will cover all

sectors: Terminals, storage and transfer

companies, shipping companies and

service providers.”

says Justin Jansen, associate professor

of Strategic Management at Erasmus

University. “This will allow us to make

accurate and useful comparisons with

port companies.”

The concept of innovation has

deliberately been given a wide definition,

as Jan Egbertsen explains: “It may involve

new technologies or products, such as a

new crane, and also process innovations

such as fresh ways to communicate on

the work floor. An important criterion

is how much an individual company

is affected by innovation. A previously

developed IT-system can be very

innovative for a company that has never

used that specific system.”

A CROSS SeCtION Of BUSINeSS

In February and March, Erasmus

University sent out surveys to 750

companies in Rotterdam and 450 in

Amsterdam. They ask relevant questions

about the ability to innovate, including

the role of management, the budget for

innovation, the number of staff, areas of

expertise and the financial results. Each

participating company will receive an

individual benchmark.

Since 2005 Erasmus University has carried

out many innovation-related surveys in

other branches of industry, such as the

food industry, chemical industry and

business services. “We have collected

data on some 10,000 Dutch firms,”

Innovation monitor for Amsterdam and Rotterdam SeaportsTheRotterdamandAmsterdamportauthoritieshavecommissionedamajorsurveyamong1200privatecompanies,750inRotterdamand450inAmsterdam.Thegoalistodiscoverthedegreeofinnovationinthesectorandtocomparethatwithotherbranchesofindustry.

The covered Waterland Terminal in Amsterdam is a good example of innovation

I N N O V A T I O N

12 Amsterdam Seaports No. 2 2009 www.amports.nl

It is a beautiful winter’s day with bright

blue skies and the Oranjewerf Shipyard in

Amsterdam is a hive of activity. In the 135-

metre dry dock, the Norwegian offshore

vessel Troms Fjord is ready for inspection.

The Far Splendour, also from Norway, is

moored at one of the six berths, where

Oranjewerf is performing the major task of

modifying her three generators. “We have

sufficient orders for the coming months,”

confirms Hol. “The financial downturn

seems to have passed us by so far - we even

recently had to turn down various new

orders because we were fully booked.”

To support the wide diversity of

activities on offer (repairs, maintenance,

installations and extensions), the

Oranjewerf Shipyard has its own

machine shop and a construction hall.

The company is currently purchasing a

computer-controlled milling machine

to facilitate specialist activities in the

machine shop. The construction hall

includes a shipbuilding press (180 tons

of pressure), a semi-automatic guillotine

shear, a section bender and a plate

bending machine. Oranjewerf also has a

steel workshop and warehouse.

OffSHORe

Hol has seen a steady increase in the

yard’s offshore orders over recent years.

“The provisional annual figures for 2008

show that offshore is currently one of

our largest sectors. Oil companies and

offshore companies often work with

long-term contracts so we expect a steady

demand for offshore support vessels for

the time being.” In addition to offshore

vessels, the shipyard also welcomes

numerous tugboats, dredging vessels,

coasters, reefers, tankers, inland vessels

and fishing boats to its premises.

Aerial view of the Oranjewerf shipyard in Amsterdam

I N N O V A T I O N

ORANJEWERFSHIPYARDCELEBRATES60YEARS

Recession still a long way off

OranjewerfShipyardcelebratesitssixtiethbirthdaythisyear.Overthecourseofthepastsixdecades,thedaughtercompanyofDamenShipyardshasdevelopedintoawidelyrespectedshippingcompany.“Forthetimebeingwewillremainunaffectedbytherecession,”saysCommercialManagerTomHol.


The yard’s grounds also house various

individual suppliers with which

Oranjewerf cooperates. Plug en De Boer

repairs and sells propellers and propulsion

systems, A. de Keizer is an electrical

installation company and Braspenning is

involved with onboard conservation.

HeALtHy COMPANy

Oranjewerf is renowned far beyond

the Amsterdam ports. The yard

was established in 1949 by several

companies including Verschuren &

Co, the Royal Netherlands Steamship

Company (KNSM) and the ‘Nederlandse

Rijnvaartmaatschappij’. The yard was

taken over by electrical company Okay

Giesselbach in 1981 but the new owner

went bankrupt due to the hard times

then prevailing in the shipping industry.

Fortunately the Amsterdam company was

taken over by Damen Shipyards in 1989.

The old name Oranjewerf came back into

new 10,000 Volt electrical installation,

a new dock entrance and replacement

of several sections of the dock floor.

“We also recently placed a new 12-

ton topper crane by the transversal

slipway, renovated the repair berths

and purchased new compressors. These

investments create a solid foundation for

a successful future.”

Oranjewerf has six repair berths of

27 to 150 metres. Five of these have

cranes, electrical shore connections, fire

extinguishing systems, ballast and cooling

water, and connections for compressed

air, gas and oxygen. The yard also has a

100-metre transversal slipway with a load

capacity of 1,500 tons. Intended mainly

for inland vessels and small ocean-going

vessels, this slipway is used by around 150

ships each year.

www.oranjewerf.com

use in 2003 and, after surviving several

difficult years, the shipyard has developed

into a healthy company with around 45

permanent employees.

The Oranjewerf Shipyard was equipped

with a new dry dock in 2005. “We had

an outdated dock that was becoming

too small for our activities,” Hol explains.

“Thankfully we had the opportunity to

take over a large, up-to-date 135-metre

dock from a shipyard in Rotterdam. This

was a considerable improvement with

regard to the old dock, which had a

capacity of ‘only’ 4,000 tons. The new dock

also allows us to work with up to 10,000

Volts.”

INVeStMeNtS

To make optimal use of the dry dock

Oranjewerf had to adapt its infrastructure,

including some dredging work, the

moving of several mooring facilities, a

Far Splendour at the quay

New Ter Haak group Head Office

YOUR COMPASS TO PROFIT!

CERESExtension area

60.000 m2

Amerikahaven:

USA -Container & RoRo terminal

• 550 m Deepsea quay

• 300 m Coaster & barge quay

• 30.000 m2 Rail terminal

• 35.000m2 Warehouses

• 20.000m2 Container cleaning,maintenance & repair department

• 10.000 m2 Stuffing & stripping area

• Loading docks, 24 units

• 2.400 m2 Offices

• Road connecting to Schiphol

• Total surface: 30 hectares

Vlothaven:

USA - Bulkterminal

• 300 m Deep sea quay

• 50.000 m2 Open space area

• 5.000 m2 Warehouses

• 525 m Rail track

• Sophisticated bulk equipment

Suezhaven:

USA - Cocoa/Plywood terminal



All terminals I.S.P.S. certified

Ruijgoordweg 80, Westpoort 7989 - 1047 HM Amsterdam - The NetherlandsT +31 20 6116688 F +31 20 2011882 E [email protected] W www.terhaakgroup.com

Suezhaven

Vlothaven

InlandBarge Terminal

Deep Sea Quay

D.C. ShedsRail Terminal

USA, United Stevedores Amsterdam V.O.F, is a registered trademark and part of the Ter Haak Group.

New Head office

1-1 PAG. USA:USA 2006 14-01-2009 09:02 Pagina 1

www.amports.nl Amsterdam Seaports No. 2 2009 1�

New Ter Haak group Head Office

YOUR COMPASS TO PROFIT!

CERESExtension area

60.000 m2

Amerikahaven:

USA -Container & RoRo terminal

• 550 m Deepsea quay

• 300 m Coaster & barge quay

• 30.000 m2 Rail terminal


• 20.000m2 Container cleaning,maintenance & repair department

• 10.000 m2 Stuffing & stripping area

• Loading docks, 24 units

• 2.400 m2 Offices

• Road connecting to Schiphol

• Total surface: 30 hectares

Vlothaven:

USA - Bulkterminal


• 50.000 m2 Open space area

• 5.000 m2 Warehouses

• 525 m Rail track

• Sophisticated bulk equipment

Suezhaven:

USA - Cocoa/Plywood terminal



All terminals I.S.P.S. certified

Ruijgoordweg 80, Westpoort 7989 - 1047 HM Amsterdam - The NetherlandsT +31 20 6116688 F +31 20 2011882 E [email protected] W www.terhaakgroup.com

Suezhaven

Vlothaven

InlandBarge Terminal

Deep Sea Quay

D.C. ShedsRail Terminal

USA, United Stevedores Amsterdam V.O.F, is a registered trademark and part of the Ter Haak Group.

New Head office

1-1 PAG. USA:USA 2006 14-01-2009 09:02 Pagina 1

There are numerous small natural gas

fields in the southern part of the North

Sea and it is currently too expensive

to extract this gas with the existing

drilling and production platforms. These

installations are too large because they

were designed for much greater water

depths and apply 24-inch drilling holes.

The Dutch Natural Gas Company (NAM),

a joint venture between Shell and Exxon

Mobil, plans to exploit these reservoirs

in keeping with the Dutch government’s

‘small field policy’. This approach is aimed

at maintaining Holland’s gas supply by

keeping up the pressure in the large

natural gas field in the North of Holland

for as long as possible.

Crucially, the production of these smaller

gas fields will only become profitable with

smaller, less expensive installations, which

is why Fabricom Oil & Gas is developing

a new compact and lightweight drilling

installation. This will also be able to drill

holes of 12-1/4 inch, considerably less

than the 24-inch holes that are usually

applied in the North Sea.

Swift Drilling has signed a five-year

contract with NAM with an option for

five one-year extensions. In return, Swift

Drilling will drill and maintain exploration

and exploitation holes. The new platform

is expected to be operational by 2010.

www.fabricom.nl

Fabricom Oil & Gas is partnering with the

Van Es Group near Rotterdam in the joint

venture company Swift Drilling BV. Van Es

has platforms for use on quays, oil and gas

platforms and offshore wind turbines. For the

joint project Van Es is constructing a platform

for minor water depths up to a few score

metres, which makes it relatively cheap.

I N N O V A T I O N

SMALLNATURALGASFIELDSINTHENORTHSEA

Fabricom builds compact new drilling installationSmallgasfieldsinshallowseascanbeexploitedatlowercoststhankstoanewtypeofdrillinginstallationunderdevelopmentbyFabriacomOil&GasinIJmuiden.

Another recent innovation from Fabricom Oil & Gas is the Offshore

Access System (OAS). This enables personnel to be transferred safely

from a ship to a fixed offshore installation/wind turbine via a heave

compensated, telescopic access system mounted on the vessel.

Allowing individuals to be dropped off or picked up without using

a helicopter, the OAS has already been deployed on 1,300 occasions

without technical or operational problems, and is currently in use

on three supply vessels in the southern part of the North Sea. The

third vessel, the REM Mermaid, is leased by GDF SUEZ Exploration

& Production and will be used to access four platforms of the

French oil company during the coming year. The first operational

OAS in the central North Sea has recently begun operation out of

Aberdeen Harbour, mounted onboard the platform supply vessel

FD Incredible chartered by Chevron Upstream Europe.

www.offshore-solutions.nl

OffSHORe ACCeSS SySteM SUCCeSSfUL

Fabricom Oil & Gas designs advanced offshore installations


A M S T E R D A M S E A P O R T S


Although the economic downturn is having a significant

impact on the global goods flow, Amsterdam Seaports

continues to perform relatively well. The energy sector in

general is still growing apace, as shown by the accompanying

picture of NuStar in the port of Amsterdam.

The investments in new quays and storage terminals by

companies such as NuStar, Oiltanking, EuroTank, BP Amsterdam

Terminal (BAT) and Vopak are clearly bearing fruit. Provisional

figures show that 617 oil tankers had already moored in

Amsterdam Seaports by April 14 compared to ‘only’ 612 by 30

April last year.

Some sectors are more affected by the economic situation,

however. This applies especially to dry bulk, container transfer

and Ro/Ro, which are not doing as well compared to 2008.

There has also been a slight reduction in the number of

seagoing vessels visiting the four seaports (Amsterdam,

Velsen/IJmuiden, Beverwijk and Zaanstad): 1914 seagoing

vessels so far, compared to 2028 last year.

Amsterdam Seaports bucks recession trend


German chemist Professor Michael

Braungart, who gave the opening

lecture, is seen as the spiritual father of

the Cradle-to-Cradle principle. Together

with William McDonough, he wrote the

book Cradle to Cradle: Remaking the Way

We Make Things in 2002. In summary, the

authors argue that it is perfectly viable

to produce food from waste. Braungart

is convinced that it is possible to fully

recycle waste products using industrial

technologies and other processes.

A prime example is concrete, which

extracts harmful substances from the air.

CORUS, A GOOD NeIGHBOUR

Corus was one of the industrial

participants in the symposium. In his

presentation, General Manager Hans

Regtuit outlined how tough it is for a

steel producer like Corus to meet all

environmental regulations. The company

is faced with numerous related laws

and decrees, and Regtuit considers it

an achievement when an integrated

steel producer with over 200 different

emission locations manages to score well

on reducing those emissions.

Cradle to Cradle is an ideal solution

for Corus as steel is a sustainable

product that can be recycled without

compromising on quality. And the

principle applies not only to the product

phase but also (re)use. “We produce steel

as a semi-manufactured product and

are mainly busy with reducing emissions

during steel production,” Regtuit

explains. “We cannot always influence if

and how this steel ends up in sustainable

products. But together with our clients

we aim to minimise the environmental

impact, including weight savings and

reducing the number of harmful micro-

electricity as well as heat for 60,000

households in the city of Alkmaar, around

45 kilometres northwest of Amsterdam.

In addition, the municipality of Zaandam,

directly north of Amsterdam, recently

decided to partner with HVC on a new

bio-energy plant on the North Sea Canal,

which will generate both heat and

electricity.

The energy supplier has further plans.

The company sees the opportunity

for five bio-energy plants and is also

looking to construct two fermentation

plants in the province of North

Holland. In addition, HVC is investing

in fermentation and, in the future, gas

and biomass, a technology that the

company is developing in cooperation

with the Energy Research Centre of the

Netherlands.

www.bamindustrieservices.nl

www.corus.nl

www.hvcgroep.nl

elements in our products.” This second

method is used in copper, for instance.

Regtuit also believes that a sustainable

product approach requires more stimuli

from the market than is currently the

case. “Demand is lagging behind and, as

a result, producers and their clients lack

a major motivational factor for properly

mapping out the sustainability aspects of

steel products.”

BIO-eNeRGy PLANt

Eljo Vos-Brandjes is Strategic and Market

Manager at HVC, a waste management

and energy supply company active

in 55 municipalities in the North of

Holland. “HVC has developed from a

waste processing company to an energy

supplier. We aim to realise large-scale

biomass as an energy source and are

involved in developing the best possible

technologies to close the cycle.”

HVC already has a plant that generates

I N N O V A T I O N

Sustainability is here to stayDutchconstructionfirmBAMorganisedaconferencefortheAmsterdamregioninMarch,focusingonindustrialsustainabilityandtheCradletoCradleconcept–thesmartrecyclingofwasteproductsforfoodandnewproducts.OneofthecompaniesthatpresenteditsresultswassteelproducerCorus.

The exhibition floor showing sustainable industrial products

Dutch Customs are moving with the times,

says Smid, who joined the Management

Team of Customs West in 2008. Customs

West operates in the western Dutch

provinces of North Holland and South

Holland, with the exception of the

Rotterdam ports. Its remit includes

Amsterdam Seaports and Amsterdam

Schiphol Airport (see opposite).

One of Smid’s responsibilities is the

Dutch seaports between Den Helder

and The Hague. He is also in charge of

all activities in the western provinces of

North Holland and South Holland, as well

as being involved in the supervision of the

territorial waters.

“Much has changed over recent years,”

says Smid. “After the introduction of

allows Customs to be more efficient

according to Smid. The number of offices

in Amsterdam Seaports has been cut

back to one service point in Amsterdam’s

western port area.

“Switching from manual to digital working

methods has considerably improved

our effectiveness,” Smid continues.

“Companies no longer have to leave

their offices to deliver their paperwork

and, as of 1 July 2009, will also be able to

submit declarations electronically.” Smid

is convinced that this move will not affect

the presence of Customs in Amsterdam

Seaports. “Although risk assessment of

vessels and cargo increasingly takes place

in Rotterdam, we remain responsible

for supervising the ports. We will still be

available and visibly present in the future.”

electronics we reduced the number of

regional offices from four to one. Because

we understand how the shipping industry

and ports operate, our new starting point

is that our work should delay the flow of

goods as little as possible. We approach

main ports and external borders from a

foundation of trust where possible, and

inspections where needed.”

The Board Member of Customs West

actively touches base with businesses to

find out what is happening in Amsterdam

Seaports.

eLeCtRONIC fORMALItIeS

Clearing goods and vessels, processing

declarations and checking data is

increasingly an electronic process. The

subsequent reduction in paperwork

Eggo Bert Smid at Amsterdam Container Terminals (ACT)

I N N O V A T I O N


Dutch customs go digital Dutchcustomsarechangingatarapidpace,partlyduetotheimplementationofsmarttechnologiessuchasRFID(RadioFrequencyIdentificationDevice).EggoBertSmid,DirectorofCustomsWest,oneoffourcustomsregionsintheNetherlands,explainsmore.


CeRtIfICAtION

To further simplify matters, Customs

developed a new certification system. To

qualify companies must meet a number

of conditions, which are largely in line

with the obligations they are already

fulfilling. The SSTL (Smart Security Trade

Lane) and so-called horizontal supervision

are Customs’ main objectives, with trust

between the service and businesses

being the starting point. A first step is

the AEO (Authorised Economic Operator)

certificate that will ensure Customs can

keep its dealings with certain companies

to a minimum.

Customs has expanded its cooperation

with companies and other governmental

institutions. “We are, for instance,

brainstorming with the Port of Amsterdam

received by special receptors in various

locations and used for further electronic

processing.” While Smid believes that

this technology would be a huge step

forward, it can only be implemented

when all parties work together. Customs

is also involved in dealing with terrorism,

the environment, port innovations and

cooperation with other port authorities.

Customs currently focuses primarily on

imported cargo during its inspections. “It

would save us a lot of work if these goods

were checked in the country of origin

as more data would be available on the

exported cargo in the country of origin

than when it is imported here. We are

currently working on these issues using

a method that is supported by the World

Customs Organisation.”

about developing a central inspection

area for all government inspections in

the port region,” Smid explains. “We could

also locate our container scan there,

check for hazardous substances and

perform veterinary inspections, saving the

shipping agent time and travel. We are

pleased to be involved in such plans.”

tRIAL PROJeCt

Customs West is currently involved in a trial

project concerning RFID (Radio Frequency

Identification Devices). “When all relevant

data is attached to the cargo with tags,

each party involved can monitor the

goods flow electronically,” Smid says. “This

requires far fewer physical checks, which

is in everyone’s interests: Line services,

stevedores, authorities, inland shipping

companies and clients. The cargo data is

The sphere of activity of Customs West is the provinces of

North Holland and South Holland with the exception of the

port of Rotterdam. The service mainly operates in Amsterdam,

Amsterdam Schiphol Airport, where it checks passenger baggage,

and Rotterdam Airport.

Customs West has a laboratory that checks whether goods are

authentic, contain illegal substances and are categorised correctly.

It is also the national coordinator for security, health, environment

and economic issues, which includes inspections of the import

and export of firearms, munitions and medications.

The Land and Sea Unit of Customs West has around 300

employees, most of whom work in the field (non-stop) in North

Holland and South Holland. They supervise the ports between

Den Helder and The Hague, including monitoring the North Sea

with coastguard vessels. Customs West uses the patrol boat w to

supervise the port area of Amsterdam.

CUStOMS WeSt

The Customs West patrol vessel Kokmeeuw in action

The area between Amsterdam Seaports

and Amsterdam Schiphol Airport is one

of the most important logistical regions

of the Netherlands. In coming years the

air transport by various parties. If all the

plans are realised, ACT will have a surface

area of 141 hectares (see above). Air Cargo

Netherlands, Flower Auction Aalsmeer,

size and diversity of this area will increase,

mainly due to Amsterdam Connecting

Trade (ACT), the name given to a logistical

junction designed for road, water, rail and

The plan for the future Amsterdam Connection Trade, or ACT

I N N O V A T I O N


THREEBILLIONINVESTMENTINAMSTERDAMCONNECTINGTRADE

Junction of modalitiesThenewlogisticscentreAmsterdamConnectingTrade(ACT)isduetobelocatedsouthofAmsterdamSchipholAirport.Spreadacrossbothexistingandnewindustrialterrain,itwillincludeterminalsfortrucks,inlandshipping,goodstrainsandaircraft.Thetotalinvestmentamountstosomethreebillioneuros.


Air France-KLM, Schiphol Airport

and project developer Schiphol Area

Development Company (SADC) are just a

few of the major parties involved.

The plans for ACT do not entirely revolve

around the future. The most important

and already developed part is the

cargo area of Schiphol, which will be

expanded by a large terminal for trucks.

The initiators also aim to construct a new

inland shipping terminal for container

transhipment.

Another new element is a terminal for

high-speed goods trains to connect

ACT to the European Carex initiative, a

collaboration between various future HST

terminals. Other transhipment locations

are being developed in Paris, Lyon, Liege

and London, followed by Barcelona,

Madrid and Milan. Postal and express

companies as well as railroad companies

will participate in Carex.

is very interested in the ACT project: “With

regard to export we are looking at HST

Cargo which would allow us to quickly

transport flowers to Brussels, Paris and

probably London too. Whether we will

actually do business with them depends

on the transport speed and costs.”

FloraHolland is also looking into container

transport with ‘normal’ goods trains, which

could largely replace road transportation

on longer distances such as to Milan.

ACT is an expensive project. Designing

and constructing all the industrial

grounds, buildings and infrastructure

will cost around three billion euros and

industry will have to account for most of

these costs. As a result the development

of Amsterdam Connecting Trade (ACT)

will be a long-term project and the last

pieces of land are unlikely to be released

until 2035. ACT will create some 15,000

jobs.

UNMANNeD VeHICLeS

One of the most interesting aspects

of ACT is the so-called Uninterrupted

Logistic Connection (OLV), although it

is not exactly clear how this innovation

will work. It may include a free corridor

for trucks or a trajectory for unmanned

goods vehicles. This latter option will

not be realised anywhere in the near

future, says Arjen Donkersloot, Modality

Project Manager at ACT: “Transhipment

to unmanned vehicles requires an extra

link in the logistic chain, as a truck or train

would first have to transport the goods

to their destination. Although unmanned

vehicles are still too expensive with

current technologies, this may change

in the long term.” The costs for OLV are

estimated at between 120 and 220 million

euros, depending on the final objective.

According to Edwin Weenink, Manager

Supply Chain Development, FloraHolland

Forward to the future. The new high speed rail terminal for freight trains near Amsterdam Airport

To produce steel, Corus needs more than

ore, coal and lime, materials used for the

production of pig iron in blast furnaces. It

also requires around 200 kilos of scrap to

produce a ton of steel.

Corus IJmuiden manufactured some

seven million tons of steel in 2008,

for which it used around 1.35 million

tons of scrap. “We produce around 45

percent of that scrap ourselves,” says

Jules Reichenfeld of Corus. “This is steel

that is salvaged after rolling or other

production processes. The remainder is

mainly bought from companies that deal

radioactive or contain asbestos.

ReGULAR SUPPLIeRS

Corus obtains its scrap from a number

of regular suppliers of which three

are located nearby: Koster Metals,

European Metal Recycling and HKS Scrap

Metals. Around 40 percent is imported

from abroad, of which around half is

transported by trucks and half via inland

shipping. Only a small percentage is

transported by train from Germany.

Corus would like to see a change in

this situation. “We would prefer to

in scrap metal.” Last year Corus imported

around 750,000 tons of scrap from third

parties. This figure is expected to fall by

some 25 percent in 2009 as a result of the

economic downturn.

You cannot use ‘any old scrap’ to make

steel. The pieces may not be larger than

1.50 m x 0.50 m x 0.50 metres and must

not contain too many other elements

as this disrupts the production process.

One such element is copper and the zinc

percentage should also be very low as this

heavy metal can cause contamination.

And, of course, scrap should not be

Bijschrift

I N N O V A T I O N

2� Amsterdam Seaports No. 2 2009 www.amports.nl

FORTYPERCENTOFCORUSSCRAPFROMABROAD

No steel without scrapOneofthematerialsusedintheproductionofsteelisscrap.CorusIJmuiden,situatedwithintheAmsterdamSeaportsarea,buysaround750,000tonsayear.

Scrap storage at Corus


transport up to 80 percent via inland

shipping,” explains Reichenfeld. “This would

considerably reduce the number of trucks

on the roads to Corus and on our own

premises. In addition, dealing with a small

number of vessels instead of numerous

lorries would make our administration far

simpler.”

Another reason to reduce the number of

kilometres travelled by road is that steel

production is set to increase. The current

recession will not change the long-

term prognosis of a rising demand for

steel, and therefore scrap. A large ladle

furnace due to be installed at Corus in

the fourth quarter of 2009 will also add

to the demand for scrap. “This equipment

allows us to manufacture steel types

of the highest quality,” Reichenfeld

concludes. “Once the furnace is in use we

will require another 200,000 to 250,000

tons of scrap each year.” Adding scrap during steel production

• E.D.I. reporting• P.T.I. reefer service• Covered workshops• Refurbishing- and paintshop• Cleaning facilities• Modifications• Road transport services• Water & rail connected• Sale, purchase and lease• Two locations in theAmsterdam port

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Sales office & container depot A:Ruijgoordweg 80-Westpoort 79891047 HM AmsterdamThe NetherlandsT +31 20 6115656E [email protected] W www.cca.nl

CONTAINER COMPANY AMSTERDAM BV

YOUR COMPASS TO PROFIT!CCA, Container Company Amsterdam bv, Huurbox and Koelbox are registered trademarks and part of the Ter Haak Group.

Depot B: Corsicaweg 6 - Westpoort 5031 - Amsterdam Modification containers and cabins Reefer service

The official presentation of Portbase

in Rotterdam was a festive occasion

accompanied by a glass of champagne.

The new port communication system

replaces Amsterdam Seaports’ PortNET

and the Port infolink system used by

the Port of Rotterdam, combining

all logistical information from both

seaports. This mainly involves incoming

cargo from seagoing vessels, the storage

and distribution of goods, and transport

into the hinterland.

According to Verhagen, both parties

decided in October 2008 to switch to one

coordinating system as soon as possible.

“The synergetic benefits are important

but so is the obligatory electronic

declaration from Dutch Customs. This so-

called Export Control System (ECS) comes

into effect on 1 July and will probably

double the volume of electronic traffic.”

fOUR SeRVICeS

PortNET, the system of Amsterdam

NAtIONAL SySteM

“Portbase is designed to become the

national system for all Dutch seaports,”

say Iwan van der Wolf and Erik Verhagen,

the two new Directors of Portbase. “The

reason for the merger is simple: Many

ship brokers and shipping companies

as well as stevedores and carriers work

in both ports and prefer working with

one registration and documentation

system that includes all procedures and

processes.”

The initiators of Portbase toast the official launch

I N N O V A T I O N


AMSTERDAMANDROTTERDAMSEAPORTSTEAMUPTODEVELOPPORTBASE

The best of both port community systemsLastMarchsawtheportauthoritiesofRotterdamandAmsterdamtoastthelaunchofPortbase,amer-geroftheirrespectivecommunicationsystems.ThegoalistoensurePortbasebecomesthenationalsystemforallDutchseaports.


Seaports, had been in use since 2000 and

was two years older than Rotterdam’s

Port infolink, which was used for a much

larger number of messages and users.

The initial applications of PortNET were

used by customs and the port authorities

for electronic declarations and, later, by

the Royal Netherlands Marechaussee for

checking passengers and crews.

Rotterdam’s Port infolink is considerably

larger. In the past year, private businesses

and the port authorities exchanged 23

million electronic messages, an increase

of nearly 60 percent compared to 2007.

The Rotterdam system currently has

around 3,000 users in 1,250 companies.

Port infolink consists of three parts: An

information and communication system

with 25 services, a platform with public

facilities, and a central database that

collects all the information exchanged

by businesses and authorities. Eight new

services were added in 2008, including

nation,” said Dertje Meijer, Commercial

Manager Port of Amsterdam, during the

official presentation. “Together, Amsterdam

and Rotterdam form the largest port in

the world.” Meijer also indicated that main

port Amsterdam Schiphol Airport might

also become involved in Portbase at a later

stage, creating one coordinating system for

all Dutch main ports.

André Toet, COO Member of the Executive

Board of the Port of Rotterdam, thinks

the cooperation between both ports was

inevitable: “The investments for projects

such as Portbase are so immense that they

cannot be carried by one port alone.” In

its starting phase Portbase will cost an

estimated 8.5 million euros, which will be

met by the two port authorities as well as

private businesses.

www.portbase.com

www.portinfolink.com

www.portnet.nl

the possibility to report hazardous

substances and specify seaport duties.

SeCURIty

An extensive system such as Portbase,

with thousands of users and millions of

electronic messages, obviously requires

top-of-the-line security for both the

database and the electronic traffic. In

this context, Portbase performs regular

security audits in partnership with a Dutch

consultancy firm.

The foundation for Portbase is formed

by the current services provided by

Port infolink. “Naturally we will adapt

the system’s functionality to ensure

ease of operation for PortNet users as

well,” Van der Wolf adds. “Some sixty

permanent employees are involved in

system management and developing new

services.”

AMSteRDAM AIRPORt

“Holland is pre-eminently a logistical

Graham Wastell is pleased to show us

his recently opened new offices, which

feature a wealth of steel and glass. “We are

now much more centrally located than

our former office near the port and closer

to our main customers,” says the director.

Celebrating its 12th birthday this year,

Silver Star Agencies came about after

a merger between Wastell’s company

GW Agencies and Transworld Marine

Agencies, where partner Rob Veldhuis

was General Manager.

Ship brokerage wasn’t entirely new to

Wastell when he started working in the

industry around 1990. “I come from a

British-Dutch family and was raised in

England. My uncle had a ship brokerage

in Rotterdam. I became a water clerk at

ship brokerage Ronanco Agencies in

office in Rotterdam with a manager and

water clerk since 2005.”

During 2008 Silver Star Agencies

handled 617 vessels, including nearly

500 in Amsterdam and 120 in Rotterdam.

This represents a major increase on

the 350 vessels in 2005, and Wastell

believes that his ship brokerage will

not be immediately affected by the

current downturn. “I think we can keep

on growing in the tanker market as

it is relatively anticyclical. At times of

economic hardship oil prices fall, which

means people drive their cars more often.

This means more supplies to oil terminals

and more work for us.”

In its relatively short lifetime Silver Star

has grown into the second tanker agent

1990, where I led the Amsterdam branch

almost single-handedly for around 18

months.”

Due to the poor economic climate in the

early nineties Wastell lost his position

and decided to continue for himself. “I

established my ship brokerage company

Graham Wastell (GW) Agencies in 1993,

and four years later this became part of

Silver Star Agencies, specialised in tankers,

bulk goods and mixed cargo.”

ALL tyPe Of SHIPS

Veldhuis and Wastell remain directors

and majority shareholders. “Silver Star

currently manages all types of ships,

including cruise and container vessels,

and has nine people working at the main

office in Amsterdam. We have also had an

I N N O V A T I O N

2� Amsterdam Seaports No. 2 2009 www.amports.nl

SILVERSTARAGENCIESGROWSAPACE

“There are always chances for brokers”Overthepast12years,SilverStarAgencieshasbecomethesecondlargesttankerbrokerinAmsterdamSeaports.MeetGrahamWastell,oneofthetwodrivingforcesbehindthissuccessfulcompany.

One of the tasks of Silver Star Agencies is ship-ship transfer between tankers

Graham Wastell (left) and Rob Veldhuis in the new offices of Silver Star

Agencies


in Amsterdam Seaports, a respectable

distance behind Vopak. “Vopak works

partly in a different market segment

- with large oil companies, the so-called

majors. We are still too small for that, but

who knows what the future will bring,”

Wastell adds with a meaningful smile.

There are certainly some ambitious

plans for growth at Silver Star. “In 2007

we started a tanker agency in Ventspils,

Latvia,” Wastell continues. “This port is a

strategic transit and export harbour for

the Russian oil industry and our office

there already has nine employees.”

INVeSteRING IN tHe fUtURe

According to Wastell, IT forms an

important element in the corporate

strategy of Silver Star Agencies. ”I have

been working with IT systems for the

shipping industry since 1990. Initially this

included calculation programmes for total

harbour costs, known as disbursements

new joint Portbase system of the ports

of Amsterdam and Rotterdam via the

internet. This is an excellent example of

synergy and forward thinking.”

www.silverstar.nl

accounts. This allows us to make very

precise calculations of the costs of locks,

tugging, mooring, waste levies and so

on. Our IT specialist is currently working

on an improved version which will

allow users to make contact with the

Graham Wastell

advertentie

Spliethoff and the Maritime Academy

Amsterdam, a regional educational

institute for various maritime professions,

first joined forces in the IGO2C project

in 2007. Their goal was to create better

work experience options for second-

year students in intermediate vocational

education (mbo). Special facilities were

installed onboard eight new Spliethoff

vessels, which will be delivered from

September 2009 onwards. The students

onboard are led by a special training

According to Erwin Meijnders, Personnel

Director of the Spliethoff Group, all parties

involved are enthusiastic, including the

company itself, the Maritime Academy, the

students and the coaching team.

With over 100 vessels, 2,000 staff and

offices in 42 countries, Spliethoff is one

of Holland’s largest shipping companies

and is regularly confronted with the

shortage on both the international and

Dutch maritime job markets. In the past

officer.

With this project the Maritime Academy

aims to halve the number of students

dropping out of intermediate education.

In 2008, the joint initiative won two major

Dutch awards, including one from the

Royal Dutch Association of Shipping

Companies (KNVR).

Last March, a symposium on the current

project results took place in the main

offices of Spliethoff in Amsterdam.

Students of the Maritime Academy Amsterdam during the pilot for the IGO2C project

I N N O V A T I O N


SPLIETHOFFSHIPPINGCOMPANYBUILDSEIGHTVESSELSWITHTRAININGFACILITIES

Students ahoy!TheprojectIGO2C(‘Igotosea’)byAmsterdamshippingcompanySpliethoffhasreachedthehalfwaystage.Theconstructionofeightspecialtrainingvesselswithextraworkexperiencefacilitiesforstu-dentsfromtheregionalMaritimeAcademyAmsterdamstartedtwoyearsagoandallpartiesinvolvedaredelightedwiththeresultssofar.


Spliethoff has needed so many crew

onboard that little space remained for

training. For this reason the company

contacted the Maritime Academy, which

in turn has trouble finding suitable work

experience placement opportunities.

MADe IN CHINA

For the IGO2C project, Spliethoff is

building eight training vessels at a

shipyard in China. These commercial

vessels are 156.90 metres long and 22.80

metres wide. The training facilities include

an additional training bridge above the

actual bridge as well as other amenities

for eight students and a training officer

such as cabins, a classroom and a social

area. The Chinese shipyard will be

delivering one vessel every month from

September, and the first two should be

operational by January 2010.

eNtHUSIAStIC ReSPONSeS

Paul van Lith, first helmsman at Spliethoff

and training officer, explains how IGO2C

works in practice. He is leading the pilot

hours and the role of the teacher as

well as observing the cooperation with

schools, the inflow from lower secondary

professional education and the flow

through to the job market.

tRAINING OffICeRS

Spliethoff’s Personnel Director Erwin

Meijnders underlines that in addition

to noble motives, the company has a

vested interest in the success of IGO2C.

The shipping company hopes to see

students returning after their graduation,

especially in sailing functions. The eight

vessels, with a life expectancy of 25 years,

will generate a large number of work

experience placements. As yet, the major

problem seems to be finding sufficient

training officers and Meijnders has

asked the Maritime Academy to supply

candidates. Spliethoff is also roaming its

own personnel files but due to the current

shortages in the employment market, it is

likely that these training officers will need

to be recruited from abroad.

www.spliethoff.com

three-week placement for Maritime

Academy students on the container

vessel Pulpca. This internship represents

the daily routine on Spliethoff’s new

vessels including education, watch

duties, assisting the first helmsman on

the bridge and replacing components

in the engine room. The students have

modern communication and educational

tools at their disposal such as laptops

and a wireless network for contacting

the Maritime Academy on shore, and

coaching is individually based. Van Lith

says that the students’ have been very

enthusiastic about these pilot placements,

who describe it as a unique but intensive

experience. It is by no means easy for

these maritime students to comply with

a strict safety regime, including wearing

protective clothing and special footwear

for three weeks on the trot.

The scientific coaching is equally

intensive, including regular evaluations

by teachers, the training personnel and

crew. These involve didactics, study

Artist’s impression of one of Spliethoff’s new training vessels currently under construction at a Chinese shipyard

Documents

Amsterdam Seaports ENG edition 2