I S S U E 55FAST FORWARD

INTERVIEW JAN WESTERHOUD

DIRECT RAIL SHUTTLE ROTTERDAM – MUNICH

NEW: THE E-GATE APP

W I N T E R 2 0 1 2

READY FOR ACTION

E-GATE App presents real-time information eCt terminalsThrough the E-GATE app of European Gateway Services, smartphone users can now easily request real-time information about containers and deep-sea vessels, feeders, inland barges and trains present at ECT’s deep-sea terminals.

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22 DirEcT rAil ShuTTlE rotterdam - muniChRecently, European Gateway Services launched a super efficient rail connection to Munich in southern Germany. Three times a week, a rail shuttle directly connects the Rotterdam port with the Bavarian capital. A serious alternative to transport via the north German ports.

the added Value of a strong FinAnciAl inFrASTrucTurEAs a partner at PwC, Jeroen Boonacker has years of experience in advising companies on tax structures and more. According to him, they can substantially benefit from having European imports run through the Netherlands. “In the Dutch approach, it is not necessary for companies to pre-finance VAT.”

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FAST FORWARD winter 2012

Colophon Fast Forward, a business-to-business publication of

ECT, appears three times a year. Please contact our

Communications Department with any questions or

suggestions you may have regarding the contents.

Copy Rob Schoemaker, Rob Wilken (editor-in-chief)

Translation Niall Martin, Dean Harte

Photography Eric Bakker (unless stated otherwise)

Layout Ontwerpwerk, The Hague

External coordination and printing RWP, Voorburg

Chief editor ECT Rob Bagchus

Europe Container Terminals (ECT)

Europe Container Terminals (ECT) is the leading and

most advanced container terminal operator in Europe,

handling most of the containers at the port of

Rotterdam.

ECT operates three deep-sea terminals in Rotterdam:

the ECT Delta Terminal and the Euromax Terminal

Rotterdam (together with CKYH - the Green Alliance)

on the Maasvlakte peninsula, close to the North Sea,

and the ECT City Terminal in the Eemhaven close

to the city centre. Through its European Gateway

Services ECT offers customers a variety of services to

facilitate the optimal flow of containers between

the deep-sea terminals in Rotterdam and the

direct European hinterland. In 2011, ECT handled

7.5 million TEU.

ECT is a member of the Hutchison Port Holdings

(HPH) Group, a subsidiary of the multinational

conglomerate Hutchison Whampoa Limited (HWL).

HPH is the world’s leading port investor, developer

and operator with interests in 52 ports, spanning

26 countries throughout Asia, the Middle East, Africa,

Europe, the Americas and Australia. HPH also owns a

number of transportation-related service companies.

In 2011, the HPH Group handled a combined

throughput of 75 million TEU worldwide.

No rights can be derived from this publication.

p.o. Box 7385, 3000 hJ rotterdam, the netherlands t +31 (0) 181 278 278 e info@ect.nl | w www.ect.nle egsinfo@ect.nlw www.europeangatewayservices.com

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PreParing for a ChAlleNgINg FuTureeCt is preparing for a challenging

future. more than ever, service and

performance will be its instruments

for further creating and

strengthening customer loyalty.

that applies to the seaside, but

also to the landside via european

gateway services. “we want to

offer our customers the right

solutions to today’s complex

logistic issues,” says president

Jan westerhoud.

PuShINg BACk frontiers

news

people make ThE DiFFErEncE

TAMinG ThE WASh

cEnTrAl STATion for european rail transport

cEVA Carries the load

DyNAmIC NeTwOrkS, effiCient logistiCs

me and My VESSEl

SuSTAinAblE EcT

FAST ForWArD is also aVailaBle as an app on your ipad. it Can Be downloaded free of Charge in the apple app store.

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FAST FORWARD winter 2012

A rapidly growing network of inland terminals, barge and rail connections which span the whole of Europe: today’s ECT clearly comprises much more than our deep-sea terminals in Rotterdam. Of course, the safe, fast and efficient handling of deep-sea vessels still is and will continue to be our core activity. By next ensuring that those containers always reach their destinations in the hinterland (and vice versa) on time, we however explicitly offer the customer even more added value. In that, we do not only work for our traditional customer - the shipping line - but increasingly also for forwarders, transport companies and shippers.

We are developing this European network through European Gateway Services. Our own inland terminals in Venlo, Moerdijk (both the Netherlands), Willebroek (Belgium) and Duisburg (Germany) obviously constitute important links in this. In addition, we work together with an increasing number of inland terminals with whom we have cooperation agreements to this extent. Similar agreements are in place with logistics partners about arranging the corresponding high-frequency rail and inland shipping connections.

The most recent addition to our network is the thrice-weekly rail shuttle that has been connecting Rotterdam with Munich in the south of Germany since the end of September 2012. Earlier this year, we already expanded the European Gateway Services product with rail and inland shipping connections in the directions of Basel, Stuttgart, Nuremberg, Regensburg and Strasbourg. Spread across Europe, twenty inland terminals are currently already connected via European Gateway Services with our deep-sea terminals as well as with one another. And there is definitely more to come. We aim to continuously expand our offering: both in terms of the number of participating terminals, and thus connections, and the frequency of those connections. The larger our European network, the more we can do for our customers.

As has so often been the case in the more than 45 years of our existence, we are in the vanguard of the container sector with these kinds of services. The efficient handling at our deep-sea terminals combined with the offerings of European Gateway Services clearly distinguishes us from the competition. We offer more than delivery on the quay, have extended our focus beyond the exit gate. After all, what really matters to companies is that their containers are always delivered to their front door on time. At an attractive price, reliably and of course sustainably; synchromodality is the keyword in this respect.

ECT and European Gateway Services make Europe optimally accessible. From Rotterdam, but more than ever also as a highly comprehensive European network. Our distinctive product literally and figuratively pushes back frontiers.

Jan WesterhoudPresident of ECT

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New L-cLass VesseLs for eVergreeNShipping line Evergreen is fast taking new L-class vessels into operation. The first of these was the Ever Lambent, which made its maiden call to the ECT Delta Terminal on 3 September 2012. The Ever Lambent and her sister ships are 334 metres long, 45.8 metres wide and have a maximum draught of 14.2 metres. The capacity is 8452 TEU with 942 reefer plugs. All the L-class

container ships are fitted with alternative marine power, ballast water treatment systems, electronically controlled fuel- injection engines that support slow steaming and many more eco-friendly features. Evergreen has ordered no fewer than 30 L-class ships in total, of which seven will have been taken into operation by end-2012.

New PiLot statioN VesseL for rotterdam Harbour eNtraNceWith the Polaris the Dutch Loodswezen (marine pilotage association) will take the first of three new pilot station vessels into operation before the end of 2012. The new vessel measures nearly 82 metres in length and will function as a round-the-clock pilot station at Rotterdam’s harbour entrance for transporting pilots to and from ships using yawls and tenders. The pilot station vessel has been built in accordance with the latest technological advances and has been con-structed in such a way that it can remain offshore in waves averaging up to four metres - gale force 8 to 9 - and continue piloting operations in waves averaging up to 3.5 metres. The prime accessibility of the Rotterdam port will therefore improve even further.

New route to euromax termiNaL rotterdamConstruction work on Maasvlakte 2 has resulted in major changes in the access route to the Euromax Terminal Rotterdam. Trucks and trains are now being routed over the enclosing dyke of this new Rotterdam port area to the north-western corner of the Maasvlakte where the Euromax Terminal is located. The previous route straight across the current Maasvlakte has been scrapped. That’s because the harbour basin on which the Euromax Terminal is situated - the Yangtzehaven - is to be extended in order to serve as port entrance for ships bound for Maasvlakte 2. The access routes for the ECT Delta Terminal will remain unchanged.

As a result of all these changes the Euromax Terminal Rotterdam has also been allocated a new address and port number: Maasvlakteweg 951, 3199 LZ Rotterdam, port number 9830.

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meLoNs by raiL After successfully deploying inland barges during the previous European import season for Brazilian melons, trading company Frankort & Koning is now also using rail to transport its reefer containers with melons from Rotterdam to its own cold store in Venlo in the south-east of the Netherlands. “Reefer containers are increasingly being shipped via the deep-sea terminals on the Maasvlakte, directly on the North Sea. From there we have our own regular rail shuttle operating four times daily to Venlo,” says Marc Stubenitsky, Managing Director of inland terminal TCT Venlo, which works together with logistics services provider CSI to provide this intermodal melon transport for Frankort & Koning. “The reefer containers can travel efficiently on these trains. Within just a few hours they’re at our inland terminal, 180 kilometres east of Rotterdam. From here we use our terminal tractors to take them to Frankort & Koning’s cold stores, less than ten minutes away in Fresh Park Venlo.” As one of the continent’s leading melon importers, the company dispatches the fruit from the Fresh Park Venlo to destinations throughout the whole of Europe. Just as in the previous import season, inland shipping remains an attractive option for reefer containers with melons arriving in Rotterdam at the ECT City Terminal. Stubenitsky: “We’ve even been able to deploy a dedicated inland barge several times. The inland barge picks up the containers in Rotterdam every Sunday night, so making them available at our inland terminal in Venlo at six am on Monday morning for delivery to Frankort & Koning.” All in all, transporting maritime reefer containers by rail and inland barge from Rotterdam into the hinterland proves a fairly unique concept, concludes the Managing Director of TCT Venlo. “And the good news is that several parties are now already using this service.”

creatiNg out of tHe boxA new book by the Rotterdam port photo-grapher Ben Wind who died in a tragic accident in 2010 has just been published, entitled ‘Creating out of the box; containers according to Ben Wind’. This second publi-cation of his work again features photo-graphs on all aspects of the Rotterdam port, executed in Ben Wind’s characteristic style. For more than 30 years he worked in the port, both by day and by night. Ben Wind’s work is also centre stage in the ‘Sjouwen of Sjorren’ exhibition currently on show in the Photo Gallery Ben Wind on the Noorder-eiland, in the heart of Rotterdam’s city centre. For more information on the book and the exhibition, surf to www.benwind.com.

5tH editioN fast forward aPPYou can also read Fast Forward no. 55 on your iPad. The app for this is available at the Apple App Store free of charge. In addition to the regular content of the paper edition, the app version features many extras, such as a video on DeCeTe in Duisburg and the captain of the APL Yangshan in our regular Me and My Vessel feature. See for yourself and download the free Fast Forward app now!

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New trucks for maasVLakte traNsPort

Maasvlakte Transport has taken delivery of ten new trucks with Euro 5 engines to update and expand its existing fleet. The fleet renewal will enable the road transport company specializing in short-distance haulage to further improve its services. Maasvlakte Transport forms part of European Gateway Services and concentrates particularly on transporting containers between the large container terminals on the Maasvlakte and the centrally located customs scan, on the transport of reefer containers to veterinary checkpoints and on just-in-time deliveries to distribution centres. The new Euro 5 trucks have been leased for a period of five years, to enable a seamless transition over time to trucks fitted with Euro 6 engines.

first 13,200 teu VesseLs HaPag-LLoyd Hapag-Lloyd has now also opted for world-wide container transport using Ultra Large Container Ships (ULCSs). In 2012 and 2013 the shipping line will take ten vessels with a capacity of 13,200 TEU into operation. The first of these, the Hamburg Express, made its maiden call to the ECT Delta Terminal in mid-August 2012. The new vessel measures 366 metres in length, 48 metres in width and boasts a maximum draught of 15.5 metres. It has 800 reefer plugs on board. Says Michael Behrendt, Chairman of Hapag-Lloyd’s Executive Board: “The entry into a new class is something we have thought long and hard about. With the modern, extremely efficient new-builds in the ‘Hamburg Express’ class, we are not only ensuring that Hapag-Lloyd stays competitive in the future, but we are also pursuing our strategy of sustainable growth in line with the market.” The second vessel in Hapag-Lloyd’s ULCS series, the New York Express, has since been delivered by the shipyard to the shipping line as well.

worLd’s biggest coNtaiNer sHiP docks at ect oN 16 decemberOn 16 December 2012 the CMA CGM Marco Polo will make its maiden call to ECT. Currently the largest deep-sea vessel in the world, this carrier measures 396 metres in length, is 54 metres wide and has a maxi-mum draught of 16 metres. Its capacity is a breathtaking 16,020 TEU. To give the general public a better idea of the ship’s extraordinary size, CMA CGM has released a number of interesting comparisons:• Longerthanfourfootballpitchesin

length or 5.5 Airbus A380 aircrafts;• Engine as powerful as 1100 x 100 hp cars;• Power production on board is enough for

a town of 16,000 inhabitants, equivalent to a dozen wind turbines (14 MW);

• 16,020TEUcapacity,or97kilometres of containers, end to end.

Alongside the CMA CGM Marco Polo, two more of these vessels are due to be taken into use in 2013.

CMA CGM

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What does your work entail, exactly?BERTUS: “We do the quay planning for all the vessels calling at ECT: deep-sea, feeders and inland barges. For the ECT Delta Terminal we do the whole thing, for the Euromax Terminal and the ECT City Terminal we take care of part of the planning, with the remainder being done on site. I mainly schedule the deep-sea, Marcel does feeders and barges. Everything we do is aimed at getting all vessels away again as soon as possible.”MARCEL: “We’re the planners who prepare the ground. We start with deep-sea and we plan the feeders and barges around them. Every day that poses a new challenge. Because of bad weather, delays and so on, deep-sea ships regularly come into port at a different time to when they were originally expected. So each morning we begin with an inventory: are all ships still running to schedule? After that we organize the teams for the next three shifts and liaise with customers about any adjustments.

Subsequently we’re on the alert the whole day to monitor whether things are still going to plan.”

Do you have a lot of contact with customers?MARCEL: “Constantly; the CCE is an operational front office. In principle inland barges check in electronically, but when there’s a delay we always liaise by phone. Feeder operators tend to check in via e-mail or by phone. We’re in contact with them the whole day through. The trick is to schedule the feeders as efficiently as possible around the deep-sea ships and to plan in the best possible sequence of calls at the various terminals for them.”BERTUS: “Three to four months before a deep-sea vessel actually arrives we’ve already put it in the schedule. That schedule becomes increasingly refined as time goes by. From about a fortnight prior to the ship’s arrival we get a really clear picture with regard to quay occupancy. Possible problems are discussed with the customers;

they may be in a position to call at another port first, for example, or to switch to further slow-steaming. The sooner arrangements of this kind can be made, the better it is for all parties concerned.”

What would you say is particularly important in your contact with the customer?MARCEL: “When a customer has a special request, we always do our best to see whether we can be of assistance. Within the bounds of possibility we always try to be super flexible.”BERTUS: “Both Marcel and I have also worked outside, in the operation. We know from practical experience what is and what isn’t feasible. In exceptional circumstances we use that experience to help the customer as well as we possibly can. That way you build up credit in your relationship. Sometimes we also go and visit them. After all, it’s easier to communicate when you know each other well. In the end we’re in this together.”

Bertus Janson (60, at work in the port since 1968 and since 1989 at ECT) and Marcel de Waard (40, joined ECT in 1996) are both employees planning and control at the Coordination Centre ECT (CCE), the nerve centre for coordinating the vessels calling at ECT.

People make the differenceECT’s staff have already been meeting the needs of customers for 45 years. In this series they reveal their drive.

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“Almost every week, another new Ultra Large Container Ship (ULCS, ed) of one of our customers is making its maiden call at our deep-sea terminals. Sometimes, there are even several in a single week. I cannot think of any more tangible proof that the scaling-up in container shipping is developing at an unprecedented pace.” Westerhoud confesses that each time, he is impressed by the even more gigantic dimensions of the visiting ships. “But more important of course is the fact that we as ECT are able to offer these container giants a distinctive range of services. Not only are ships becoming larger and larger, but their call sizes are continuously increasing as well. Our operation is fully geared to this. Each deep-sea vessel needs to head out to sea again as quickly as possible. We are ready to make this happen 24/7.”

europe’s HubThe fact that no other port in Northwest Europe can so easily accommodate fully laden ULCSs in all circumstances is and will continue to be a major plus for Rotterdam and ECT. Consequently, ECT’s deep-sea terminals situated directly on the North Sea are the preferred first and also last port of call for many shipping lines. With more and more ULCSs being commissioned, this hub effect will only

gain in importance. Westerhoud: “The trend of consolidating cargo on increasingly larger ships definitely positively impacts us at ECT. This however does not diminish the fact that market conditions are currently very difficult. The economy is struggling and this impacts everyone, including us. Container handling to some extent is a barometer for consumer confidence. Europe’s buying behaviour is reflected in our throughput figures.”

continued investmentThe current economic climate may be less favourable, ECT continues to invest in further improving its customer services, emphasises Westerhoud. The aforementioned, rapid scaling-up constitutes an extra driver in that respect. “For this reason, we recently ordered an additional five new quay cranes of the very largest kind with ZPMC; they will come into operation in early 2014.” The 50-metre high,

Preparing for a challenging future

Rotterdam’s European hub function of course is and will continue to be an advantage

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semi-automatic cranes which have a reach of 24 containers wide are costly investments. After all, the existing cranes have not yet been written down by a long shot. “However, we still went ahead with the investment in the new quay cranes. In the coming years, we will also continue to invest in other equipment at the ECT Delta Terminal, such as new Automated Guided Vehicles, Automated Stacking Cranes, etc. In addition, the Amazonehaven is currently being widened. This means we can offer ULCSs even easier access to our berths at the south side of the ECT Delta Terminal.” All these actions are aimed at continuously improving the service and performance of ECT for customers on the seaside. “We definitely want to remain the European market leader in the future. The fact that we as ECT will be facing additional competition in Rotterdam in coming years does not diminish this whatsoever. The emergence of new container terminals at Maasvlakte 2 (the new port area of Rotterdam in the North Sea, ed) will certainly have major consequences. As ECT, we will however definitely not just sit around and do nothing. We have already been the trendsetter in the container sector for more than 45 years. In view of the high demands our customers justi-fiably make, we will unabatedly continue to further develop our services in the future.”

always Just-in-timeWesterhoud thinks that an important part of the response of ECT to the competition can also be found on the landside. “The call sizes of the deep-sea vessels which visit us are constantly increasing. The challenge this poses for our customers and the customers of our customers is ensuring that all those containers always arrive just-in-time at their final destinations. With European Gateway Services, we can play an important and distinctive role in that respect. And of course also for cargo travelling in the opposite direction; exports from Europe.”

Since 2010, ECT subsidiary European Gateway Services has been offering shipping lines, forwarders, transport companies and shippers a rapidly growing European network of inland terminals with highly frequent rail and inland shipping connections from and to the port. Additional services are also offered, such as paperless transport

ect is preparing for a challenging future. more

than ever, service and performance will be

its instruments for further creating and

strengthening customer loyalty. that applies

to the seaside, but also to the landside via

european gateway services. “we want to

offer our customers the right solutions to

today’s complex logistic issues,” says President

Jan westerhoud.

“Container handling to some extent is a barometer for consumer confidence.”

‘Two years ago, most of our inland terminal network did not yet exist’

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without customs documents and pre-transport and post-transport between the inland terminal and the final distribution centre or warehouse of the production facility. Using European Gateway Services ensures that containers can always be reliably and sustainably moved into Europe directly after having been discharged at the deep-sea terminal in Rotterdam. Companies can leave everything to European Gateway Services. “With European Gateway Services, we provide further integration of the supply chain,” says Westerhoud. “We are emphatically picking up this developer’s role. In the coming period, we will unabatedly continue the further expansion of our inland network. And look at what we have already managed to accomplish in a short time. Across Europe, we now have twenty associated hinterland terminals: four of our own and sixteen through cooperation. France, Central Germany, Southern Germany and Switzerland are all destinations which we have added to the range of European Gateway Services this year. Just like we are now also directly operating trains from Rotterdam to Nuremberg, Regensburg and Munich together with railway company TX Logistik.”

response to complex Logistical issuesTo the satisfaction of Westerhoud, more and more parties are discovering the advantages of using European Gateway Services to transport their containers to and from Europe. “Bear in mind: two years ago, most of this inland terminal

network did not exist yet. Such a new service needs time to become established in the market. Both locally and globally, there is a lot of interest. In recent presentations in Asia, shipping lines, forwarders and shippers were all highly enthusiastic. This confirms our notion that through European Gateway Services, we are offering companies a welcome response to today’s complex logistical issues.”

cool Port“Within ECT, we have plenty of ideas as to how we can even further fine-tune and upgrade our service on both the landside and the seaside in the future,” concludes Westerhoud. “That applies to all aspects and all modes of transport.” One of these plans entails the consolidation of reefer cargo together with other parties in a Cool Port directly next to the ECT City Terminal which is already important for reefer containers; from this Cool Port, efficient and sustainable onward distribution would next be arranged. “It is a plan which will be further developed in the coming period and it is definitely not the only one.”

‘With European Gateway Services, we can play an important and distinctive

role for our customers’

e-gate app presents real-time information ect terminalsthrough the e-gate app of european gateway services which was launched on the 4th of december 2012, smartphone users can now easily request real-time information about containers and deep-sea vessels, feeders, inland barges and trains present at ect’s deep-sea terminals.

• Immediately after opening the E-GATE app, the user can enter a container number (4 letters, 7 numbers) or at least the first three letters of an object name (deep-sea vessel, feeder, inland barge, train) in the ‘Check your status’ screen.

• The E-GATE app will next search the current week (Mon-Sun). Using the scroll wheel directly below the entry box, it is also possible to search the following week.

• At the bottom of the screen, the ‘Recent’ button yields previous queries. ‘Discover EGS’ shows more information on European Gateway Services.

• A search for a container leads to the following information: present / not present, operator code and the deep-sea terminal where the container is located.

• After a query for an object, the E-GATE app shows the (expected) arrival and departure times, status (expected, arrived, departed), terminal, operator code, modality, voyage number and (in the case of deep-sea) whether the cargo window within which a container can be delivered at the terminal is active yes or no.

Inland operators in particular will find the E-GATE app a very convenient tool for optimising their planning when collecting a container. Wherever they are, the app of European Gateway Services ensures they have direct access to real-time status information. The new E-GATE app is a first step towards more information services throughout the entire network of European Gateway Services. As the services of European Gateway Services already start at the deep-sea terminals, the E-GATE app is a logical first choice.

The new E-GATE app is suitable for iPhone and Android and can be downloaded free of charge in the respective App stores.

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taming the wash

for the first time ever, a large international joint industry initiative -

roPes - is studying the impact of passing ships on quay walls and

vessels moored here. all participants can use the findings of the project,

which will be concluded at the end of 2013, to their advantage. ect for

example strives for a 24/7 continuous operation free from unnecessary

interruptions. in this respect, the shoretension of rotterdam’s boatmen

is currently already proving its value in practice.

The ROPES project - Research On The Passing Effects on Ships - has 26 different participants, including (port) authorities, terminal operators (ECT), vessel operators, pilots, boatmen, suppliers, consulting firms and research institutes. The American engineering and construction firm Bechtel acts as project manager. Bechtel’s senior ports specialist Marco Pluijm: “In recent years, the size, speed and power of ships have increased dramatically, enlarging the size of their wash while passing terminals, etc. The impact of this wash is a serious concern which can result in safety issues, environmental damage and financial loss. Until the ROPES project, little research had been conducted on this subject. Our research is geared to identify the full effect of a passing ship’s wash and what can be done in terms of port design to mitigate that.” ECT also participates in the project; for obvious reasons, as Operations Manager Ton Leenderts of the ECT Delta Terminal explains: “The wash generated by passing ships can cause moored vessels to start moving and slightly drift away from the quay. This is because the hawsers used to moor them always have a little slack. These ship movements interfere with our operations. Crane drivers are not always able to continue working. After all, safety comes first.” Currently, ECT is mainly affected by the wash effect on the northern side of the ECT Delta Terminal. The Euromax Terminal Rotterdam will similarly be impacted in the near future. The port basin in which it is located - the Yangtzehaven - will serve as the access channel to Maasvlakte 2, Rotterdam’s new port area in the North Sea.

from computer simulation to full-scale testingThe ROPES project started in 2010 with computer simulations of the wash effects, subsequently followed by scale-modelling. In the autumn of 2012, a start was made with full-scale testing in the port of Rotterdam. At four different locations, including the ECT Delta Terminal, the effects caused by passing ships are measured. The final results of the project are expected to become available in late 2013 and will set new international guidelines for port planners, designers, etc.

ect uses shoretensionIn the meantime, ECT is already benefitting from the deployment of the ShoreTension, an own invention of the Royal Boatmen’s Association Eendracht, the boatmen of the Rotterdam port. The cylindrical device ensures that ships always remain solidly attached to the quay, even in strong winds and when ships pass by. The device is one of the reasons why the boatmen are participating in the ROPES

‘Our quay cranes are better able to continue operating, any damage is prevented and operations can go on

for longer periods of time’

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project. Wash effects are measured both with and without the deployment of this equipment.The ShoreTension ensures that constant tension is applied on a ship’s hawsers. The shore-based device consumes hardly any energy and only requires power for a couple of minutes to put the right tension on the hawser. After that, the hydraulic cylinder of the ShoreTension automatically moves along with the forces which it is exposed to. The ShoreTension can bear loads of up to 60 tonnes. Leenderts: “In consultation with us at ECT and the shipping line, the boatmen are currently using the ShoreTension at the northern side of the ECT Delta Terminal to preventatively moor ships extra safe in wind force seven and up.” The rule of thumb here is that two ShoreTensions are used for ships up to 300 metres and four for larger vessels. In addition to safety, ECT’s Operations Manager also sees operational advantages: “The traditional mooring method with hawsers and bollards always still brings with it a certain amount of movement; not so with the ShoreTension. It allows for ships to be moored in a truly stable manner alongside the quay. Consequently, our quay cranes are better able to continue operating, any damage is prevented and operations can go on for longer periods of time. Moreover, the fact that the ShoreTension allows for hawsers to be attached closer to the vessel, saves space on the quay.”

The deployment of ShoreTensions on the quay also means a container vessel no longer needs to use its own tension

winches on deck. That saves a lot of energy. In practice, the deck winches for keeping tension on the hawsers further-more always tend to give a little. As a result, the tension on the various hawsers is never fully equal. Among other things, this can cause them to snap in hard winds. The ShoreTension prevents this.

further perfectingRotterdam’s boatmen will continue to further perfect their invention. Since the first official prototype was presented in June 2010, the ShoreTension has been continuously improved. For example, work is currently underway to also make the device suitable for neutralising the long wave swells which occur in certain ports. At their own test facility on the north bank of the port, the boat men are furthermore currently conducting endurance tests which will offer more insight into the hawser quality which is required to ensure an optimum deployment of the ShoreTension.

you can see the shoretension in action in a clip on

www.shoretension.com.

see the shoretension in action

The boatmen are currently using the ShoreTension at the northern side of the ECT Delta Terminal

to preventatively moor ships extra safe in wind force seven and up.

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the added Value of a strong financial

infrastructure

“The advantage of importing via the Netherlands mainly relates to the manner in which the payment of VAT is dealt with,” says Boonacker who is a leading member of the Dutch multidisciplinary Transportation & Logistics Industry Group at PwC. “Of course, the basic rules for tax payment are uniform throughout the entire European Union. What differs is how these rules are applied in practice. That is a highly decisive factor. In the Netherlands things can be arranged in such a manner that VAT is only due after the cargo has been delivered, when the invoice is sent to the final customer. And this is irrespective of where in the European Union this customer is located. Consequently, VAT is not already due when the cargo arrives in the Rotterdam port, which is an external border of the European Union. In the Dutch approach, companies are not required to pre-finance VAT at importation of the goods. As substantial amounts of money are often involved here, this can make a huge difference in terms of cash flow and solvency. Far from all overseas companies which do business with Europe are already sufficiently aware of this advantage of the Netherlands.”

cooperative customs and tax administrationAnother advantage of the Netherlands is the open attitude of both Customs and the Tax Administration. Boonacker: “They are always willing to think along about the best approach for, for example, an import or export process and are always just a phone call away. This often gives immediate insight into what is and what is not possible.” At first glance, this may seem like a highly regular approach. Boonacker has however noticed that in many other European countries, Customs and the Tax Administration operate from their ivory towers and solely focus on implementing the law.

“Let one thing be clear though: Dutch Customs and the Tax Administration are definitely as strict as anywhere else in Europe. What however also makes a difference is that in principle, both organisations always act on the basis of cooperation and trust. All this combined makes the Netherlands an excellent stepping stone for imports into Europe.”

attractive tax rulesBoonacker often also advises companies wishing to establish a regional head office or holding company in Europe. The Netherlands is an outstanding location for this. Besides the availability of the excellent physical infrastructure of the seaport of Rotterdam and Amsterdam Airport Schiphol, the height of corporate income tax, withholding tax, etc. are then particularly decisive factors. “Favourable tax rules apply for companies which set up a regional head office in the Netherlands. Especially if they next want to invest in other European countries from here. The government aims to make things as attractive as possible in that respect. They warmly welcome the establishment of regional head offices, partially because of the oil slick effect this has on the economy. The Netherlands is also one of the countries with the most tax treaties, even with countries in South America. Profits made in one country may consequently often flow to and through the Netherlands without

14

as a partner at global consultancy firm Pwc, Jeroen

boonacker has years of experience in advising transport

and logistics companies on tax structures and more.

according to him, they can substantially benefit from

having european imports run through the Netherlands.

“in the dutch approach, it is not necessary for companies

to pre-finance Vat.”

additional withholding taxes. This makes our country even more attractive. We are both an ideal hub for cargo flows and activities related to holding companies or regional headquarters.”

china business groupChina is an area of special attention for Boonacker. “We support Dutch companies that want to invest in China, but especially also Chinese companies that are interested in setting up operations in the Netherlands or want to enter Europe via our country. Within the Dutch PwC organisation, we have established the China Business Group for this. This also comprises colleagues with a Chinese background. That helps; just like our strong cooperation with the PwC branches in Shanghai and Hong Kong in these kinds of projects.” Boonacker’s involvement with China is not coincidental. “It is related to my specialisation in transport and logistics. Companies in this sector are often in the vanguard as regards the development of overseas activities.

I used to frequently visit China and still do. After all, direct contact is highly important. Slowly but surely, I am noticing that Europe is starting to appear on the radar of more and more Chinese companies. Such investment projects however are always long-term.”

building a bridge between culturesBased on his many contacts, Boonacker mentions the large degree of cost awareness, investing in long-term relationships, the kindness, but especially also the passion as characteristic for the Chinese entrepreneur. “We in Western Europe can definitely learn from this. A Chinese is modest in character, but certainly not in terms of ambition.” The cultural differences between China and Europe are significant, emphasises the PwC partner. “More significant than they may initially appear. You have to experience those differences in order to be aware of them. This is also why I am so pleased that we have people of Chinese descent in our China Business Group in the Netherlands. They are pre-eminently able to build bridges between the two different cultures.”

“As a traditional trading country, the Netherlands is unmatched in its openness to foreign companies,” concludes Boonacker. “Both cargo flows and the accompanying financial flows can be optimally organised through the Netherlands.”

“The Netherlands is an excellent stepping stone for imports into Europe.”

‘VAT only needs to be paid after delivery of the cargo’

15

Right on schedule, a shunting locomotive ordered by railway company TX Logistik pulls the regular Nuremberg/Munich train (also see article page 22) onto the Rail Terminal West this Tuesday afternoon. The train has already called at the own rail terminal of the Euromax Terminal Rotterdam further down the road at the Maasvlakte and is here to pick up additional cargo. After this, the train will visit the Rail Service Center directly adjacent to the ECT City Terminal and will then depart for Germany later the same day. All preparations at the ECT Delta Terminal for the train’s arrival are done. The crane team responsible for unloading and loading can directly get to work. “The train will be able to smoothly depart again within the planned slot,” says

supervisor rail Jan van der Starre. Early Thursday morning, the containers will be available for customers in Nuremberg and Munich - right on schedule.

operational 24/7 Operations at the rail terminals of the ECT Delta Terminal continue 24/7. Trains from all corners of Europe constantly come and go. A separate rail division within the Landside Operational Centre of the ECT Delta Terminal sees to it that all those trains are allocated their own terminal slots, anticipates inevitable changes in arrival times, constantly consults with the traction providers and prepares the actual operational handling. Van der Starre: “It is a challenging

16

central station for european rail transport

game of fitting and measuring. A lot can happen during the round trips of the trains. This next impacts our operation as well.”

ten tracks, four cranesBefore visiting the ECT Delta Terminal, trains first always make a stop at the adjacent public rail yard. With a diesel locomotive, the railway company next takes a train to the Rail Terminal West or Eastern Rail Terminal on order; from here, they also collect the train again after it has been handled. The Rail Terminal West has six tracks with two cranes, the recently overhauled Eastern Rail Terminal offers four tracks with two cranes. Crane teams comprising a crane

operator, radioman and two drivers for the Multi Trailer Systems always ensure that each train is smoothly unloaded and loaded. Van der Starre: “The more trains the better. Thanks to our extensive rail facilities, we can offer ample space to accommodate additional shuttles.”

Watch the Video!A short video on the efficient rail operations at the ECT Delta Terminal is available in the Fast Forward app for iPad. This can be downloaded for free in the Apple App Store.

the ect delta terminal at the maasvlakte is the turnaround point for about

200 rail shuttles a week bound for destinations throughout the whole of europe.

two dedicated rail terminals - rail terminal west and eastern rail terminal - always

guarantee fast handling. one example is european gateway services’ ‘own’ train

which connects rotterdam with Nuremberg and munich in southern germany three

times weekly.

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ceVa carries the LoadceVa Logistics is a global top-ten logistics service provider active in

contract logistics, freight management, supply chain services and more.

ferwin wieringa and rutger den Hertog explain the added value of

their company and why they also use european gateway services for one

of their top accounts. “from rotterdam, they offer us a one-stop-shop

up to delivery to the distribution centre.”

“CEVA’s specific strength lies in offering end-to-end solutions,” explains Vice President Freight & Transport Management Benelux Ferwin Wieringa. “We create total logistics solutions for the customer. This enables us to fully eliminate the burden on their side: from the factory all the way up to the final distribution. We can manage each aspect of the supply chain to thus achieve maximum optimisation.” CEVA of course also offers partial solutions, such as air and ocean freight, transport management and contract logistics. “But the better we are able to penetrate a company’s supply chain, the more we can do for them. We have optimally organised our business to meet the specific challenges of different industries and we focus on the following fields: automotive, consumer and retail, energy, industrial and technology.”

core carriersCEVA has a global, centralised organisational structure in which the world has been divided into various regions. Implementation occurs locally within the country organisations; here, the LEAN culture has been embedded and continuous product development takes place as well. Consequently, customers can always benefit from the best logistics solutions. Ocean freight capacity is centrally purchased in all cases. Head of Ocean Freight Benelux Rutger den Hertog: “CEVA employs a strategy of core carriers, eight in total. Worldwide, we transport our sea freight with these shipping lines as much as possible,

depending on their strengths in the various trades.” The shipping lines are constantly monitored. In this, performance and rates are the main indicators to determine the position of a carrier on CEVA’s list of preferred shipping lines.

integrated supply chainOne of the major customers for which CEVA handles an important part of the logistics chain is an international clothing chain originally from Ireland. A challenging task given the frequency with which collections change nowadays. The involvement of CEVA already starts at the production locations in Asia and extends all the way into Europe. Time is of the utmost importance. “This retail account therefore wants to have constant insight into the logistics chain and know exactly when garments can be in the stores. An integrated supply chain makes that possible,” says Wieringa.

one-stop-shop and one single invoiceCEVA already arranged the clothing chain’s logistics for their stores in the UK/Ireland and Spain/ Portugal. Recently, Northern Europe was added. Their central distribution centre for this is located in Mönchengladbach, Germany, just across the Dutch border. In their quest for the best transport route from the seaport to this location, CEVA ended up at European Gateway Services. Den Hertog: “From Rotterdam, they offer us a one-stop-shop. European Gateway Services arranges the entire transport for us from the deep-sea terminal, via one of their extended gates, up to the on-demand delivery to the distribution centre. For their whole operation, we receive one single invoice.” The extended gate in question is TCT Venlo on the Dutch side of the border, some 30 kilometres from Mönchengladbach. TCT Venlo is connected with Rotterdam via several rail connections a day and barges depart on an almost daily basis. This ensures a reliable

Containers can always be delivered from the extended

gate on-demand

18

cargo flow. “Orders are issued to European Gateway Services directly from our computer system; we communicate to them which containers will arrive at the deep-sea terminals and when these need to be at their destination in the hinterland. Customs clearance is organized by the customer’s customs broker in Ireland. This means we do not use the option of European Gateway Services for paperless transport to Venlo.” In itself, CEVA does see the advantages of this transport without customs documents. “From the deep-sea terminal, cargo can immediately continue and there is more time to arrange the customs formalities. Within our supply chain solutions, we however consider it strategically important to manage the customs clearance ourselves upon arrival of the goods at the seaport.”

the flexibility of an extended gateFor CEVA, there however are still plenty of other advantages to using European Gateway Services. Besides the reliable cargo flow from the seaport, Wieringa particularly points out the flexibility associated with using an extended gate. Especially when, in the case of the large retail account, substantial volumes - up to dozens of containers a day - are involved. “Close to the customer’s distribution centre, these containers can always be delivered from the extended gate on-demand. The lines of communication with the inland terminal are short, they can quickly react.”

The fact that European Gateway Services makes as much use of sustainable rail and inland shipping as possible is also a plus for CEVA. Den Hertog: “Time pressure means you cannot fully avoid using trucks. We are however noticing an explicit trend among our customers towards the use of inland terminals and transporting cargo by rail and inland shipping. Both commercially and in terms of sustainability, that is an attractive option.”

Ferwin Wieringa (r) and Rutger den Hertog: “The better we

are able to penetrate a company’s supply chain, the more

we can do for them.”

CeVa logistics is one of the world’s leading non-asset

based supply chain management companies; it designs

and implements solutions for large and medium-size

national and multinational companies. with approxi-

mately 51,000 employees, the company is dedicated to

delivering effective and robust supply chain solutions

across a variety of sectors. through its integrated

network, CeVa has a presence in over 170 countries.

in the netherlands, CeVa operates at 17 locations and

has about 2500 employees.

ceVa makes businesses flow

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dynamic Networks, efficient Logistics

The emphasis on the efficiency of the whole supply chain nowadays is stronger than ever. One of the many challenges in this respect for instance is the flow of empty containers. In most cases, these empty containers need to be returned to the same location where they were collected fully laden. In daily practice, this is often Rotterdam in its capacity as a deep-sea port. Consolidation in the seaport is the easiest way to keep track of these empties and presents the best possibilities for conveniently repositioning them to overseas locations with a shortage.

On the other hand, making use of an inland terminal in the immediate vicinity of their distribution centre or production plant is highly attractive for forwarders and shippers. There, they can then conveniently collect a full container

(or have it collected) and return an empty one. One of the subsequent challenges for efficient logistics however is the smart deployment of this empty container.

190 different transport combinationsEuropean Gateway Services offers a dynamic network to always transport full and empty containers to their required destination in the most efficient way. Not just to Rotterdam, but also to and between many locations in the European hinterland. For example, take a number of reefer containers which are unloaded at the inland terminal of TCT Venlo. If the shipping line next tells European Gateway Services that those containers must be moved to Duisburg for export cargo as soon as they are empty, this can sustainably and cost-effectively be arranged for them via inland shipping. In this way, European Gateway Services is of course able to conveniently connect many more locations in the hinterland with one another. With twenty inland terminals currently participating in the network, 190 different transport

“We minimise the costs across the board.”

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dynamic Networks, efficient Logistics

combinations are theoretically already possible. A number that will only further increase as the network expands. “As ECT and European Gateway Services, we can in this way create additional added value for the logistics chain,” say Fred Drukker and Ronald Doorewaard of the Commercial Department. “Also if containers need to be returned to Rotterdam. Our inland terminals have the scale to efficiently arrange this for multiple parties at the same time. Thus, we minimise the costs across the board. In consultation with the shipping line, we can create smart solutions.”

Obviously, there are also aspects that potentially stand in the way of optimum container logistics. One example is the regularly occurring subdivision of European operations by country. As a result, there is not always a complete overview as to what would be the most efficient solutions. In an increasingly borderless Europe, a more pan-European approach will therefore definitely be essential in the future to optimise inland container logistics.

it’s all about Planning and coordination“Ideally, everything in fact already starts before the laden containers enter the seaport on board of the deep-sea vessel,” continue Drukker and Doorewaard. By already opting for European Gateway Services right then, the most optimum logistics chain can always be achieved. “Directly after containers have been discharged in Rotterdam, European Gateway Services can next arrange synchromodal transport into Europe. This shortens transit times for the end users and will help making empty containers quickly available again for return trips. Using the inland terminals partici-pating in European Gateway Services also makes it much easier to have containers collected and returned.”

Such an integrated approach would at the same time eliminate a lot of inefficiencies from the current logistics system. “At any given moment, there are now approximately 25,000 containers at the ECT Delta Terminal of which we do not know their next destination. This means they are often collected by truck at the last minute while via European Gateway Services we could have sustainably ensured availability in the hinterland by inland shipping and rail well ahead of time.”

Need for sustainable solutions“In the long run, we cannot unlimitedly continue driving around with containers in Europe,” conclude Drukker and Doorewaard. “The roads will inevitably become clogged up. Currently, only about 44 percent of all traffic in Europe is effective. This has to change, especially in these economically difficult times. In addition to attention for sustainability, cost efficiency nowadays is more important than ever. With European Gateway Services, we can substantially contribute to both aspects.”

in general, networks tend to generate more added value the larger

they become. this certainly also holds true for the european gateway

services network of inland terminals and sustainable rail and barge

connections. Not only is the number of direct connections to and from

rotterdam growing rapidly; the connections between the inland

locations are actually developing even faster. as this trend continues,

the possibilities for efficient logistics are becoming almost limitless.

European Gateway Services offers a dynamic network

to always transport full and empty containers to

their required destination in the most efficient way

21

direct rail shuttle rotterdam - munich

By using the rail shuttle Rotterdam - Munich, companies can shorten the transit times of their overseas cargo by at least two days. After all, Rotterdam is the first port of call in Europe for many deep-sea services. While the ship is still en route to northern Germany after having called at Rotterdam first, the containers which were discharged at ECT are already on the rail shuttle to Bavaria. Cargo departing from Rotterdam on the evening of day A can be at the doorstep of any company in the Bavaria region early in the morning of day C. The same day the deep-sea vessel has yet to arrive in Hamburg.

both maritime and continentalBecause Rotterdam in many cases is also Europe’s last port of call for the deep-sea shipping lines, the time advantages apply to outbound cargo

as well. From the Munich region, export containers can be delivered later in Rotterdam. Moreover, the rail shuttle is perfectly suited for continental cargo. In addition to the rail terminals at the Maasvlakte directly on the North Sea (ECT Delta Terminal, Euromax Terminal Rotterdam), the shuttle also calls at the Rail Service Center Rotterdam near the ECT City Terminal.

attractive financial PictureThe new rail shuttle connection uses competitive rates. An additional advantage is that the terminal handling charges in Rotterdam are lower than in north German ports such as Hamburg. Companies which import via the Netherlands furthermore benefit from attractive customs and tax incentives. VAT for example is not due when the cargo enters Rotterdam, which is an external border of the European Union, but only after delivery to the final customer (see article pages 14 - 15).

full serviceThe rail shuttle Rotterdam - Munich is an initiative of European Gateway Services in collaboration with the

German railway company TX Logistik. Together, they also offer the rail shuttle connection Rotterdam - Nuremberg, in southern Germany, with through connections to Regensburg. As soon as cargo volumes are sufficient, the ambition is to expand the current three rail services to five a week.

The Munich-Riem rail terminal of DUSS serves as the hub in Munich. From the directly adjacent depots of Kloiber and CDM, European Gateway Services also organises the on-demand pre-transport and post-transport by truck if desired. If they choose to, companies can have any container delivered to or collected from their doorstep. By rail, Munich-Riem furthermore offers various through connections in the directions of Italy and countries in Central and Eastern Europe.

recently, european gateway services launched a super efficient rail connection from rotterdam to munich in southern germany. three times a week, a rail shuttle directly connects all the major container terminals in the rotterdam port with the bavarian capital: fast, reliable and attractively priced. a serious alternative to transport via the north german ports.

Containers can very easily be booked onto the new rail

shuttle rotterdam - munich via european gateway

services’ Central Booking desk: tel. +31 (0)181 278195,

e-mail egsplanning@ect.nl.

easy booking

✔ 3 x times per week a-C

✔ Competitive rates

✔ fast transit times

✔ attractive tax regime

rail shuttle rotterdam - münchen

22

“safe and economically efficient sailing is only possible if the atmosphere on board is good,” says captain wong see Huat. using this philosophy, the 54-year-old malaysian master heads the crew of the aPL yangshan - which comprises no less than five different nationalities - on her maiden voyage.

Why is captain the best job in the world?“Which other profession offers so many challenges and opportunities? Freedom to travel and explore other cultures, but also - three months on, three months off - plenty of time to spend with the family. (Huat is the proud grandfather of a girl.) Also freedom in the sense of being able to leave your mark on a ship within all those responsibilities. The decisive factor for me is that the atmosphere on board must be good, that everyone feels part of a team. The APL Yangshan furthermore offers many facilities that make life more pleasant for the crew: a swimming pool, a sauna, and everyone

has Internet access to stay in touch with their families. Very important. As a result, there is more continuity in family relationships and in practice this prevents adjustment problems when the sailor gets back home.”

Most exciting experience at sea?“In 2010, I was bound for a port in Alaska, but at the last moment it became apparent that the allocated berth was not available after all. I had to turn in a narrow passage and suddenly the wind picked up to as much as 50 knots. For sixteen hours, I bobbed back and forth in the passage. As captain, you must never let on that you are a little worried.”

If I want to brag about this vessel I would say…“Very manoeuvrable. Very powerful and highly fuel-efficient. And excellent communications systems.”

ECT and the port of Rotterdam…“The approach in Rotterdam is the most efficient one in Europe. Good traffic management systems, never any delays. And of course we always bunker here.”

Watch the Video!See more of the APL Yangshan on the free Fast Forward app for the iPad which you can download in the Apple App Store.

me aNd my VesseL

aPL yangshanthe apl yangshan was delivered in korea in september 2012 and is the seventh in a series of 10,000-teu vessels of apl, part of the nol group.FlAG singaporelEnGTh 347 metres WiDTh 45.2 metresTEu-cApAciTy 10,000 (800 reefer plugs)crEW 25 (malaysia, india, China, philippines, singapore)loop 7 SErVicE Qingdao, yangshan, hong kong, yantian, singapore, salalah, suez, rotterdam, hamburg, southampton, suez.

23

eCt is constantly working on boosting the environmental

friendliness of its automated guided Vehicles (agVs). in recent

years numerous improvements have been implemented to

reduce vehicle emissions. the latest example pertains to the

96 diesel-electric agVs at the euromax terminal rotterdam.

these already economical vehicles have recently had clever

adjustments made to their motor management systems.

the idea came from technical specialist Jeroen Boer. “the

software of our agVs has a standard setting whereby the

motor automatically generates a certain rpm (revolutions

per minute, ed.) for the power required, dependent on the

loading weight,” Boer explains. “until recently the relation

between the power required and the rpm had a high degree

of safety built in. so the engines often operated at a higher

rpm than strictly necessary. we modified the software to

make the adjustment more efficient – first by way of

experiment with a limited number of the agVs, now with

all of them because it proved successful. now the engines

are able to function at a lower rpm in many situations,

without impacting on performance in any way. that was

of course a primary precondition for this project.”

Boer adds: “the effects of these adjustments have amply

exceeded our initial expectations. we achieve substantial

fuel savings and less carbon dioxide emissions.” Boer has

now taken on the motor management of the agVs at the

eCt delta terminal. “those agVs are slightly different of

course, given that most are diesel-hydraulically powered.

But adjusting them to a lower rpm also yields fuel savings

and reduction in emissions at the eCt delta terminal.

the first tests were very promising.”

fewer revolutions, fewer emissions

SuSTAinAblE EcTExamples of ECT’s Initiatives for Sustainable Entrepreneurship

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