Fast Forward 62

AUTUMN 2015 ISSUE

62

Goodbye to

Home

Tests with

Remote Control Safety & Security No Compromises!

Contents Goodbye to Home After almost 50 years, the ECT City Terminal will close its gates. On the 1st of October 2015, the last deepsea ship was handled in the Eemhaven.

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ECT tests Remote Control Operated Quay Crane

Safety & Security No Compromises!

At the ECT Delta Terminal, tests are underway with a remote control operated ULCS quay crane.

ECT will never compromise safety at its terminals.

Security of course is a top priority for the company as well.

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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

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4 News 7 People make the Difference

The Logistics Development department.

14 Advocate for Shippers’ Interests Martin Commandeur is the face of the Dutch maritime shippers.

Chief editor ECT Rob Bagchus No rights can be derived from this publication.

P.O. Box 7385, 3000 HJ Rotterdam, The Netherlands T +31 (0) 181 278 278 info@ect.nl | www.ect.nl info@europeangatewayservices.com

16 Continuous Improvement!

Since its operational start, the handling of containers at the Euromax Terminal Rotterdam has steadily become more and more efficient.

20 Daily Rail Shuttle to Nuremberg convinces CEVA Logistics CEVA Logistics selected EGS to supply a new distribution centre in eastern Europe recently established by one of its major customers.

22 Dating for Road Hauliers 2.0

Boxreload is offering road hauliers an intelligent web-based platform to combine import loads and export loads.

23 Me and My Vessel

Captain Ireneusz Fidyk of the Spica J.

www.europeangatewayservices.com

18 COSCO develops own Feeder Network from Rotterdam COSCO Container Lines is actively investing in further strengthening its presence in the European market.

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24 Behind the Scenes

Rail Terminal West is one of the three rail terminals operated by ECT at the Maasvlakte.

Introduction

Mega Vessels, Mega Service Located directly on the North Sea, the ECT Delta Terminal and Euromax Terminal Rotterdam are fully equipped to handle the latest generation of ultra large container ships (ULCS) servicing Northwest Europe.

The largest mega vessels of today and tomorrow can call here 24/7, fully laden and under all circumstances.

The current key question in the container sector is how ship sizes will develop in the future. At the moment container ships of the 19,000 TEU generation are sailing the seas. Several shipping lines have already ordered 20,000+ TEU vessels.

Will they next take things further? Will container ship dimensions for example increase to 22,000 or 24,000 TEU? For the shipping lines and ship builders there seems to be no technical limit. But what about the other links in the logistics chain?

Recently, the Organisation for Economic Cooperation and Development (OECD) called for a debate on the high social costs associated with the ongoing increase in scale in the shipping sector.

An interesting discussion. Huge investments are required to adequately handle mega ships in ports.

‘MAKING OPTIMUM USE OF RAIL AND BARGE WITHIN AN INTEGRATED LOGISTICS APPROACH’

Not to mention the hinterland infrastructure, which requires similar investments. After all, the up to 10,000 containers which a mega vessel delivers onto the quay in one call must be quickly and efficiently distributed across Europe. This will only be possible through cooperation and by making optimum use of rail and barge within an integrated logistics approach. Otherwise, Europe’s roads will simply become overcrowded.

ECT already started considering these issues in an early stage and, through European Gateway Services (EGS), has developed a new sustainable concept for the synchromodal transportation of large volumes across Europe. In the market, we see an increasing degree of recognition for this.

At the same time, handing over control of part of the transport, including the choice of modality and route, to a third party – such as EGS – is still a step too far for many. However, I firmly believe that this will be the future. Collaboration and consolidation are absolutely essential for an optimally functioning logistics chain and to prevent European transport from grinding to a halt.

Everything hinges on a smartly designed logistics system. EGS is on the right track in that respect.

Just like we as ECT are on the right track on the sea side, fully ready to offer mega vessels of any size mega services.

Leo Ruijs Chief Executive Officer of ECT 3

“K” Line and ECT Partners in Rotterdam since 40 Years

OPERATIONAL IN RECORD TIME

On the 25th of October 2015, it was exactly 40 years ago that the first container ship of the Japanese shipping line “K” Line moored at ECT in Rotterdam. The visit of the then brand new Seven Seas Bridge marked the start of a close relationship that has now already been spanning four decades. During that period, the ships have constantly grown larger and the number of containers has steadily increased year on year.

The Seven Seas Bridge which called at ECT in 1975 was 264 metres long, 32 metres wide and had a capacity of about 2000 TEU. During its first call, 178 containers were handled.

Now, in 2015, “K” Line’s latest generation of ships is 366 metres long, 51 metres wide and carries 14,000 TEU. When visiting ECT these ships discharge and load between 2500 and 4000 containers in a single call.

Nowadays, the vessels of “K” Line are handled at the Euromax Terminal Rotterdam at the Maasvlakte, where the shipping line has a partnership with ECT as a member of the CKYHE alliance. Says Fer Penders, Managing Director of “K” Line Netherlands: “Customer satisfaction is a top priority for “K” Line. It is partially due to the services of ECT that we have been able to meet the high expectations of our customers for 40 years already.”

Wando Boevé, Director Marketing & Sales at ECT adds to this: “Fully in line with Japanese tradition, ECT’s 40-year relationship with “K” Line is characterised by reliability, punctuality and mutual respect. ECT is looking forward to continuing this relationship for many more decades to come.”

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In mid-June 2015, ZPMC once again delivered three of the very largest quay cranes to the ECT Delta Terminal. These were next commissioned in record time. Six weeks after the arrival of the cranes, they were already fully operational, discharging and loading Ultra Large Container Ships (ULCSs). The three new cranes are a

follow-on order to the five similar ULCS cranes delivered in 2014. All have a hoisting height of 50 metres under the spreader and a reach of 24 containers wide. As a result, the south side of the ECT Delta Terminal now has two berths for simultaneously handling two container ships of 20,000 TEU.

ALL NEW HYBRID AGVs NOW IN OPERATION Recently, the last of 84 hybrid automated guided vehicles (AGVs) ordered from the Dutch company VDL was delivered.

All serve at the ECT Delta Terminal, where they replace first-generation equipment.

The hybrid AGVs couple a diesel engine with an electric engine which partially runs on super batteries. These so-called ultracaps are fed extra electricity which is generated while driving.

This technology makes the hybrid AGVs very environment-friendly.

Furthermore, they are twice as fast as their predecessors and also suitable for twin carrying.

News

NICE AND TIDY! On the corner of the quay of the Delta Dedicated North Terminal stands the first ShoreTension container, specifically designed for the storage of these revolutionary dynamic mooring units which keep ships tightly moored to the quay under all circumstances.

Thus, the ShoreTensions are always within reach when needed to efficiently handle a deepsea vessel or to secure it in strong winds.

The container also provides space for the storage of the accompanying hawsers, etc and can serve as a docking station for charging the units.

ShoreTension is nominated for the Rotterdam Entrepreneur Award 2015.

The winner will be decided on November 23, 2015.

AEO Status of ECT’s Deepsea Terminals ­reconfirmed In the autumn of 2015, Rotterdam Customs once more reconfirmed the AEO status of both the ECT Delta Terminal and the Euromax Terminal Rotterdam. The customs authorities assess both terminals each year to ensure they meet the requirements for AEO status. Jan Molenaar, Operations Manager of ECT’s Gate and Administration Desk: “Being an Authorised Economic Operator (AEO) is definitely more than just a formality. The ECT Delta Terminal and Euromax Terminal Rotterdam meet stringent requirements in terms of site and building security and the solvency of the company; what’s more, all operations are carried out according to strict standards and regulations. In accordance with the AEO requirements, we continuously work on the security process to ensure we stay in control. In view of the responsibility we have for the containers of our customers and to ensure a smooth logistics chain, ECT is fully committed to AEO.”

NEW WEEKLY TRAIN BETWEEN ROTTERDAM AND ENNS Through a new weekly rail service with competitive transit times, European Gateway Services (EGS) has been directly connecting Rotterdam with Enns in Austria since September 2015.

Safety Campaign for Visiting Truck Drivers With the slogan ‘Your Safety, Our Care’, the ECT Delta Terminal together with neighbour APM Terminals Rotterdam launched a campaign in the autumn of 2015 to increase safety awareness among visiting truck drivers. By adhering to the safety and traffic rules on the Delta peninsula at the Maasvlakte, every truck call can take place safely and efficiently. ECT Director Operations, Personnel and Organisation Jasper Hooykaas: “Safety is our top priority. In addition to our own staff, our visitors of course also have a role to play in ensuring this. The safe delivery and collection of containers is a shared responsibility.”

Deepsea cargo departing aboard the train from Rotterdam on Monday is available at any destination in Austria on Wednesday morning.

In the opposite direction, containers which depart Enns by train on Tuesday evening are loaded aboard the deepsea ship in the course of Thursday. The Rotterdam – Enns shuttle calls at all the major container terminals in Rotterdam, both at the Maasvlakte and in the city area (including transfers to and from Antwerp). In Austria, the Container Terminal Ennshafen (CTE) in Enns serves as the turnaround point, offering onward connections to Vienna and Linz. Besides deepsea containers, the Rotterdam – Enns shuttle also carries shortsea and continental cargo, tank containers and empty containers.

In addition, EGS also offers various attractive synchromodal transport options to and from Austria throughout the week. For each container, EGS always selects the best mode of transport and route for that particular moment. Besides the Rotterdam – Enns train, EGS uses its own Rotterdam-Bayern Express to and from Munich for this and (in cooperation with IFB) the shuttle between Antwerp and Vienna.

From Munich, the Salzburger Land and Upper Austria in particular are served by truck. In cooperation with reliable local partners, EGS however optimally serves customers throughout the rest of Austria as well.

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News

ROTTERDAM-BAYERN EXPRESS NOW DAILY The rail shuttle of European Gateway Services (EGS) and TX Logistik between Rotterdam and Southern Germany now runs daily in both directions. Five times a week, the RotterdamBayern Express directly connects the deepsea terminals at the Maasvlakte in Rotterdam with Nuremberg and four times a week with Munich. The new daily frequency makes the train an even more attractive alternative to the traditional route to and from Bavaria via the North German ports. In recent months, numerous companies have indicated that they would definitely welcome such a reliable connection (also see the feature on pages 20-21).

A major advantage of the route via Rotterdam is the time savings.

For many deepsea shipping lines, Rotterdam is the first and last port of call in Europe. This results in highly favourable transit times to and from Southern Germany.

While the deepsea ship is en route from Rotterdam to the North German ports, the container is already heading to Southern Germany on the Rotterdam-Bayern Express.

This can save two days just like that. In the opposite direction, outbound cargo can be loaded onto the train later and still make the required deepsea connection in Rotterdam. An additional benefit of the Rotterdam route is the possibility to defer payment of VAT for import cargo. When importing through the North German ports, VAT is already due immediately upon arrival in the port and this is not reimbursed to the company until later. From Nuremberg and Munich, EGS also

arranges the pre-transport and post-transport right up to the front door of the customer.

Everything is taken care of.

Own EGS Office in Southern Germany Specifically for German customers, EGS has been operating an own office in Munich since the spring

EUROMAX IN THE CITY When walking around the city centre of Rotterdam, don’t be surprised if you suddenly see the Euromax Terminal.

Commissioned by the municipality of Rotterdam, ECT’s regular photographer Eric Bakker has made a massive panorama of this deepsea terminal at the Maasvlakte. The photograph covers the windows of a building at Gelderseplein in the Oude Haven district across a length of 23 metres.

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of 2015. Companies can turn to a German-speaking EGS representative here each work day with any questions they many have about logistics o ­r operations. The EGS office can be reached by phone on +49 (0) 163 8090153 or by email: Marilyne.van.HoeySmith@ europeangatewayservices.com.

New EGS Service from Antwerp Together with the Danser Group and the inland terminal LCT in Liège, European Gateway Services (EGS) has launched a new twice-weekly barge service from Antwerp. Once a week, the ship connects Antwerp directly with Liège in Wallonia; in the second roundtrip, the ship first stops at LCT to then sail on to the inland terminal of EGS in Venlo in the south-eastern Netherlands before sailing back to Antwerp via Liège again. EGS Network Manager Paul Zoeter: “The new barge service offers our customers numerous additional transport options.

In combination with the already existing connections, Antwerp – Liège is now effectively a daily service; we’re now also able to directly serve the Venlo region from Antwerp. From Rotterdam, the new connection offers the possibility to further transport containers by barge to Liège after Venlo. What’s more, we use this Venlo – Liège barge service to efficiently reposition empty containers.”

People make the Difference The Logistics Development department seeks and develops smart solutions to continuously improve the performance of ECT’s deepsea terminals and the transport to and from the European market.

The strength of the ten consultants lies in turning research into practice. To achieve this, they work in multidisciplinary teams cooperating with operational colleagues and use the Lean Six Sigma methodology for the benefit of the customers.

“By optimising container positioning in the stack, we aim to minimise the number of ASC handlings in order to achieve a timely handover for AGV loading or truck pick up.”

“Our Synchromodal Trip Optimizer makes the network of European Gateway Services even more efficient, reliable and sustainable.”

JASPER VOETEN

PETER SCHOONEN

“By cooperating with customers we can further improve pre-information, resulting in more efficient container handling.”

MARC HORDIJK

“ The dual lane project at the ECT Delta Terminal is aimed at positioning two AGVs side by side under the crane; the crane driver never needs to wait.”

HENK BIEK

“Our data warehouse contains (all) historical information of our operational activities.

This information is used for analyses that form the basis of our projects.”

CHRIS NONNEKES “Category loading improves the performance of the quay cranes.

A flexible loading sequence gives operations more options.”

CHARLOTTE GOOS

“ By expanding dual cycling, in which a crane both loads and unloads a container in the same cycle, we further boost production.”

MARTIN VAN DER JAGT

“ An improved flow of Automated Guided Vehicles (AGVs) ensures that a quay crane can continuously keep working, thus increasing production.”

“The Nextlogic project will optimise the handling of barges in the port of Rotterdam.”

JOHAN HOEKWATER DEPARTMENT HEAD

ALEX STEVENSON

* Missing in the photo is team member Ning Yang.

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Goodbye to Home On the 31th of August 1967 the Atlantic Span

On the 1st of October 2015, the CMA CGM

was the first vessel to visit the newly constructed

Sambhar was the last deepsea ship at the

container terminal in the Eemhaven.

ECT City Terminal.

After almost 50 years, the ECT City Terminal will close its gates.

On the 1st of October 2015, the last deepsea ship cast off from this terminal in the Eemhaven, close to the city centre. In anticipation of the ongoing increase in scale, ECT has decided to fully focus on serving the shipping lines at its two deepsea terminals at the Maasvlakte, directly on the North Sea. “Saying farewell to the birthplace of container handling in Rotterdam however is not easy. This is where ECT made history as the pioneer in the container industry,” states ECT’s Chief Executive Officer Leo Ruijs.

“Container handling in Rotterdam started and matured at the ECT City Terminal in the Eemhaven,” says Leo Ruijs about the significance of the terminal which many people have always continued to call the Home Terminal. “The ECT City Terminal is our birthplace and thus the birthplace of container handling in Rotterdam. Saying goodbye therefore involves much more than a rational decision driven by economic considerations and market developments.

Abandoning the spot where so many memorable milestones have been achieved throughout the years is no trivial matter.

The closure of the ECT City Terminal marks the end of an era.”

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Rich History ECT operated in the Eemhaven for almost 50 years. On the 31st of August 1967, the Atlantic Span of shipping line Atlantic Container Line was the very first container ship to call at the then just recently completed terminal. In the following start-up months, ECT welcomed one ship every week. A first joint venture already evolved in 1970, when shipping line Sea-Land was given its own terminal in the Eemhaven under the auspices of ECT. Container throughput in Rotterdam rapidly grew. In 1971, ECT had 1675 metres of quay space in the Eemhaven, handling 250,000 containers. Just three years

‘The closure of the ECT City Terminal marks the end of an era’

referred to as the Home Terminal. In 1983, ECT handled more than one million containers per year here for the very first time. The opening of the ECT Delta Terminal at the Maasvlakte in 1985 gave the Home Terminal the very necessary breathing space it needed at the time.

Migration of Shipping Lines

later, these volumes had doubled again. It was around this time that the first political discussions about potential locations to accommodate ECT’s future expansion already started.

More Than One Million Containers In 1979, ECT in the Eemhaven introduced the Multi Trailer System. An own invention in collaboration with the Delft University of Technology in which a small container train on wheels can pull a theoretically unlimited number of 40-foot chassis. In anticipation of the constant growth in container traffic, the decision was taken in 1981 to construct a new terminal at the Maasvlakte for future expansion.

From then on, the terminal in the Eemhaven would be

The ECT City Terminal – A Timeline 1967 On the 31st of August the new terminal in the Eemhaven welcomes its first ship 1974 ECT handles 500,000 containers in the Eemhaven for the first time 1979 The Multi Trailer System, invented by ECT, is introduced in the Eemhaven 1983 The Home Terminal handles more than one million containers a year 1985 The ECT Delta Terminal is officially opened at the Maasvlakte 1993 Relocation of the first major customer to the Maasvlakte necessitates restructuring in the Eemhaven 2004 Introduction of name ECT City Terminal 2015 The last deepsea vessel departs on the 1st of October; all remaining activities are shifted to the Maasvlakte

In 1993, the at the time largest customer Sea-Land relocated from the Eemhaven to the new, fully automated Delta/­SeaLand Terminal at the Maasvlakte. The Home Terminal consequently went through its first major restructuring.

From 1995, all activities were concentrated in the more westerly part of the Eemhaven. ECT however continued to strongly invest in the Home Terminal; in 1997, four new quay cranes were for example installed and one year later a new office building was established right in the middle of the terminal. In that very same year, 1998, the port basin of the Eemhaven where everything started for ECT in 1967 was filled in by the municipality and refurbished as a port site, partially serving as a stack for ECT. By now part of Hutchison Port Holdings, the name was changed to ECT City Terminal in 2004. The terminal therewith started to focus on tailor-made solutions for specific customers who preferred to be handled near the city and it also acted as an incubator for the ECT Delta Terminal. While the migration of shipping lines to the Maasvlakte went on, the ECT City Terminal bit by bit gave up pieces of land in favour of other parties.

Logical Step After the opening of the Euromax Terminal Rotterdam at the Maasvlakte in 2008, the ECT City Terminal gradually became even more a kind of a niche terminal. In the mean­ time, the shift of container services to the Maasvlakte steadily continued. Leo Ruijs: “The ECT City Terminal served as the birthplace of container handling in Rotterdam and far beyond. With vessels constantly growing larger and the further consolidation of shipping lines in different alliances, the transfer of large-scale container handling to the Maasvlakte however became an irreversible process.

Closing the terminal and relocating the last remaining activities from the Eemhaven to the Maasvlakte therefore was the only logical step. Ever-larger vessels require deeper port basins and constantly upgraded facilities. Through continuous investments at our ECT Delta Terminal and Euromax Terminal Rotterdam on the North Sea, we are pre-eminently capable to meet these ever-growing requirements. By combining innovation with service and performance, ECT will continue to lead the way here in the future as well.”

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ECT tests Remote Control Operated Quay Crane ECT is taking the next step in terminal automation. On the south side of the ECT Delta Terminal, a test is currently underway with a remote control operated ULCS quay crane in the daily operation.

ECT’s Manager Infrastructure & Equipment Paul van Bennekom and General Manager of the Delta Terminal Philip Beesemer consider it a mere first step, rooted in the desire to further boost the performance for the customer.

The tests with a remote control operated quay crane at the ECT Delta Terminal have been underway since the autumn of 2014. One of the most recently acquired quay cranes for the handling of Ultra Large Container Ships (ULCSs) – crane 94 – has been equipped for the test and a provisional process control room has been set up at one of the operational buildings. Also, several operational teams – each consisting of a crane driver, a radioman on the deck and a radioman on the quay – are involved. The crane driver works from the process control room, the two radiomen from their usual locations at the quay crane and on the vessel, maintaining contact with their team mate inside the building through radio and video cameras. The decision to incorporate the test in the daily operation was deliberate. Having the remote control operated quay crane actively unload and load vessels is the best way to assess how the new alternative approach works in practice.

Following the successful automation of virtually all other aspects of the ECT Delta Terminal over the last two decades, remote control operated quay cranes are a logical next step, think Van Bennekom and Beesemer. “Remote control operated quay cranes have already been imminent for years; now, this development has been accelerated.”

Improved Performance The remote control operation of cranes offers numerous advantages, explain the two ECT managers. “First and foremost, there is of course the improved performance that we can offer our customers. A remote control operated crane can truly work non-stop, 24/7. That has a positive effect on the output. Then, there are also ergonomic benefits.

The posture of the crane driver improves considerably.

The design of the seat and of the control console allow for comfortable working, also standing up. This fits in with ECT’s HR policy aim to enable older staff members to continue working for longer. Moreover, improved visibility and greater control result in a more consistent use of the crane, increasing its lifespan and reducing damage. Not in the last place, the remote control operation and associated camera systems improve safety; the crane driver is better able to see his colleagues.”

‘The newly available technology serves as an extension of the existing workforce’

Next Release 1st Quarter 2016 Van Bennekom and Beesemer are satisfied with the results of the test so far. “Of course there are bugs, but we are now working towards a next version that will allow for a productivity comparable to that of the conventional cranes with the crane driver in top. No other terminal has reached that level yet with remote control operated cranes. We aim to achieve this in the first quarter of 2016.”

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Whole of ECT involved Crucial in the whole process that ECT is currently going through has been the involvement of multiple disciplines within the company right from the start. Van Bennekom and Beesemer: “The project team consists of representatives from operations, the infrastructure & equipment department, ICT and the technical maintenance department.

In addition, we closely consult with the Works Council.”

This good cooperation and coordination forms the heart of the project’s success. “When we started, we clearly stated that the newly available technology would need to serve as an extension of the existing workforce. Our staff must be able to work with it.” In practice, this has indeed proven to be the case. The crane drivers involved in the test were able to fairly quickly familiarise themselves and offered solid positive and critical feedback. Through the canteens, etc. these positive experiences next quickly spread.

Real Step Forward The next version of the remote control operated quay cranes, planned for the first quarter of 2016, will be a real step forward, emphasises Van Bennekom. “In any case, you do not want to replicate the crane cabin one-on-one indoors.

In the new release which we are now developing, we are really opting for a completely new interface, both in terms of visibility, control and user experience. No terminal in the world has this yet. Furthermore, the next round of tests with remote control operations will be combined with a pilot featuring Optical Character Recognition (OCR) on the crane for automatically reading container numbers, recording damage and determining the door direction, type size and the presence of a seal.”

“A remote control operated crane can truly work non-stop, 24/7.

That has a positive effect on the output.”

Beesemer: “What we are ultimately aiming for at the ECT Delta Terminal in the next phase is the realisation of one fully remote control operated ULCS berth, including OCR on all cranes. This development fits in seamlessly with the overall ULCS upgrade programme of the ECT Delta Terminal which has been ongoing for some time now. Not only the ever-larger ULCSs with their constantly growing call sizes are increasingly benefiting from this, but other vessels are as well.”

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Safety & Security No Compromises!

Operations continue 24/7 at ECT’s deepsea terminals. One ship has hardly departed or the next one is already taking its place at the quay. “But no matter how busy it gets, we will never compromise safety at our terminals. In fact, it is ECT’s solid conviction that performance and safety go hand in hand,” says Director Operations Jasper Hooykaas. Besides safety, security of course is a top priority for the company as well.

A stringent safety policy is in force at ECT’s deepsea terminals.

Operations will only commence when all applicable safety requirements have been met. After all, each employee needs to come home safely after work and each visitor needs to be received in a responsible manner. This strong focus on safety has been firmly anchored throughout the entire organisation. The days of the rough-and-tumble port worker have long been a thing of the past at ECT. “All our operational staff have a basic safety certificate which requires regular training and testing,” explains Hooykaas. The idea for this was copied from the petrochemicals industry and then tailor-made for the operations at a container terminal.

Furthermore, employees are required to repeat the course called ‘ECT works safely’ every five years. “In addition, we expect all our staff to carry out a last minute safety check every time before they start work. Using a short checklist – ‘I start safely’ – they in this way have to verify whether their working environment is safe. If this is not the case, then the employee notifies his or her supervisor and operations will not commence until the unsafe situation has been remedied. ECT does not tolerate any deviations.

There is no such thing as somewhat safe and it is definitely something that we never ever want anyway. And for those people who still think that unsafe operations result in higher productivity: hard data proves the opposite. The statistics simply confirm that a safe working environment ultimately leads to a higher average production.”

Inspections As a permanent fixture of ECT’s safety policy, staff members also regularly carry out inspections aboard visiting ships.

Hooykaas: “Our employees check for potentially dangerous situations, such as loose lashing materials and covers, missing safety fixtures around holds etc. If such things are found, then the responsible officer on board is asked to fix 12

them. Only after this has been done do we continue our operations.” Next time the ship in question visits, ECT also verifies whether problems signalled earlier have actually been solved structurally. And ECT always communicates the outcome of a ship inspection to the shipping line.

“Generally, they welcome this. Safety is a top priority for them as well.” Naturally, ECT expects the same safe behaviour of all landside visitors. Truck drivers for example are required to always get out their cabin at the block groups, wear a safety vest and stand in a clearly visible safety zone.

An additional requirement is in place at the Euromax Terminal Rotterdam; due to the remote control operated operations there, drivers must also wear a safety helmet (see also news item page 5).

Despite all the measures that are in place, it will unfortunately never be possible to fully prevent incidents at the terminals. Hooykaas: “We thoroughly analyse each accident and if necessary we will implement additional measures.”

‘There is no such thing as somewhat safe’ Security!

A complete different subject – but just as important to ECT – is security. Hooykaas: “At our terminals we look after the cargo which has been entrusted to us by our customers.

A major responsibility.” All sites therefore have stringent security in place with gates, cameras and access control.

Additional security measures include 24/7 mobile security surveillance, randomised physical inspections of incoming and outgoing traffic and truck inspections for (unauthorised)

From left to right Director Operations Jasper Hooykaas, Safety Manager Angela Schalken and supervisor Joop Wijnbeek.

ECT regularly carries out inspections aboard visiting ships.

additional passengers. “Our 2000 own employees however are our best safety measure. They are requested to report any unusual situation or activity inside or outside our gates so that the security guards can immediately investigate.”

Obviously, the Director Operations realises that some ECT employees may be tempted as well. A proactive policy is in place to prevent this. “We require a government-issued certificate of good conduct of all new employees. Moreover, we also recently made this certificate a prerequisite for all employees who perform critical tasks, no matter how long they have already been working at ECT.” ECT furthermore realises that personal problems – such as debts – can make employees vulnerable to outside influences. In these situations, the company actively mediates to help solve such problems.

Living up to Quality Certifications Thanks to its strong and comprehensive focus on security, ECT of course also meets the stringent requirements set by Customs to qualify as Authorised Economic Operator (AEO) as well as its US counterpart C-TPAT. The same applies to the International Ship and Port Facility Security Code (ISPS),

an initiative of the International Maritime Organisation.

Hooykaas: “All these quality certifications come with strict audits, which we successfully pass each time.” What’s more, ECT itself is also very pro-active in preventing any security flaws with all kind of tests. “For example, we will sometimes allow a fictitious company to come onto the terminal and mask as heating technicians; we then test everyone’s alertness when this party next wants to carry out ‘unusual’ activities.”

No CargoCard, No Access Every truck driver who visits an ECT terminal needs to identify himself by means of a CargoCard which contains the unique biometric characteristics of the driver. By presenting the CargoCard at the gate to the terminal and verifying his biometric data, ECT knows with a ­ bsolute certainty that the driver is who he claims to be.

Until recently, drivers who did not have a CargoCard were able to purchase a day pass at a fee. To avoid m ­ isunderstandings, ECT however no longer makes any exceptions: since March 2015, no CargoCard means no access.

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Photo Nils van Houts

Advocate for Shippers’ Interests As chairman of the Maritime Transport Committee of the Dutch Shippers’ Council (EVO), Martin Commandeur is the face of the country’s maritime shippers. Backed by his personal experiences as Senior Executive in Supply Chain and Operations at beer multinational SABMiller, he knows exactly what matters most to shippers: quality of service, rate transparency and reliability.

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SABMiller is active in more than 80 different countries; it produces more than 200 different local beers, but also carries globally renowned brands such as Peroni Nastro Azzurro, Pilsner Urquell, Miller Genuine Draft and the Dutch beer Grolsch. Within the company, Martin Commandeur heads a global team of experts that assists the various country organisations of SABMiller in further improving their supply chains. In addition to this, Commandeur has been chairman of the Maritime Transport Committee of EVO, the advocacy group for Dutch companies involved in maritime imports and exports, for the last five years. “I am firmly rooted in daily practice and greatly enjoy working on improving sea transport together with colleagues. Our main ambition is a smooth-running maritime cargo flow 24/7.”

‘Managing the supply chain as a supply chain and controlling the various links can only be beneficial’

Counterpart of Shipping Lines Container shipping lines are the Maritime Transport Committee’s main discussion partners. “We actively try to engage them in conversation. The quality of customer service, rate transparency and reliability of bookings are the main topics in that respect.” Positive developments are occurring in all these areas; nevertheless, the chairman feels there is definitely still room for improvement. “Take the many surcharges which have been gradually added to the ocean shipping rates in the past. Fortunately this is now developing in the right direction, but it is not yet what it should be.

We continue to oppose rate hikes that are not directly cost price-related.” Within the Committee, Commandeur also still hears too many instances of shippers whose containers have been left behind on the quay despite having been booked aboard a ship. “We will continue to raise this matter with the shipping lines as well.”

Consistent Legislation Commandeur is noticing that sustainability is definitely also gaining ground in maritime transport. “This should however not lead to unfair competition,” thereby referring to the new stringent environmental requirements for ships in the English Channel, the North Sea and the Baltic Sea as of the 1st of January 2015. “That creates extra costs that are not applicable to other seas and oceans and we cannot condone this. It makes maritime transport in these markets unnecessarily uncompetitive. A transparent transport market is characterised by consistent legislation that applies everywhere. Companies should not suffer competitive disadvantages simply because a competitor happens to operate through a different seaport.”

No Unnecessary Costs “If legislation is enforced wrongly or overshoots its mark, then we will always act against that,” clarifies Commandeur.

Something the Maritime Transport Committee also did

against the initial plans for worldwide compulsory weighing of each container. “We successfully argued for a more pragmatic approach, without unnecessarily making transport more expensive. Most companies know exactly how much their product weighs. Scales are really not necessary.”

Synchromodal Transport Of course, the interest group of the Dutch ocean shippers is also looking at hinterland transport. “What ultimately matters to us as shippers is that our products are always delivered in time at the final destination according to the agreements made about quality – including carbon footprint – in the smartest and most cost-efficient way. If that means that rail or barge is used for part of the supply chain, great!” In this respect, Commandeur cannot imagine that shippers would have any hesitation about synchromodal transport as offered by European Gateway Services. “Not a single shipper would object to getting his container to the customer faster and at lower costs.”

SABMiller itself also frequently uses barge and train.

“The utilization varies by region. But we definitely do opt for these modes of transport for reasons of cost and sustainability, especially if speed is not that much of a factor.

Trains and barges can constitute excellent alternatives.

In the Netherlands, Grolsch has been one of the initiators of the inland terminal Hengelo in the eastern part of the Netherlands and Grolsch beer has already been shipped by barge to Rotterdam overnight since 2001.”

Service Rendering Terminals In principle, shippers have no influence on the choice of the deepsea terminal. “In an ideal world, that is left up to the shipping line. The whole story changes though if you notice that terminals are causing delays and thus creating unreliability. Volumes are also a factor here: more cargo means more possibilities to fine-tune the terminal processes to your own supply chain, which also makes sense in those cases. But essentially, you expect everything to be arranged in the smartest and best possible manner to begin with.”

Commandeur is also noticing that container terminal operators such as ECT are further expanding their services towards the hinterland. “If that means improved service levels for us and our end customers: excellent. In general, we subscribe to the notion that managing the supply chain as a supply chain and controlling the various links can only be beneficial.”

Award for Best Shipping Line On the 17th of December 2015, the Maritime Transport Committee will for the fourth consecutive year award the EVO Container Liner Shipping Award to the best performing shipping line. Commandeur: “We may not always be on the same page as the shipping lines, but that also makes it a good thing to put parties in the limelight which distinguish themselves in a positive way. And we do so based on independent and expert research carried out by the Erasmus University Rotterdam. It is often said that our primary focus is always on the lowest cost. But quality is super important. We there­fore highly value the award and, as we have noticed, so do the shipping lines.”

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Continuous Improvement!

Of all the unique locations in Rotterdam, the Euromax Terminal without a doubt boasts the very best one. When entering the port, it is the first deepsea terminal after the bend at the Maasvlakte, directly on deep water. Since its operational start a number of years ago, the handling of containers here has steadily become more and more efficient. “It is a continuous process in which we consistently further improve operations together with the customer,” says General Manager Francois Bello.

Francois Bello sometimes becomes fired up when he reads the top lists about berth productivity in the international trade press. “They do not accurately reflect reality.” Bello’s true indicator is therefore the customer. In his eyes, the close collaboration between the Euromax Terminal and the shipping lines constitutes the foundation for being able to optimally and consistently improve the utilisation of terminal capacity. “We very regularly consult with the headquarters, the European head offices and the offices of the shipping lines in Rotterdam. That works well. Also if something requires urgent attention, we quickly contact each other. If necessary, we will drop everything to meet.”

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Focus on Productivity “At the Euromax Terminal, everything is geared to constantly further improve efficiency,” continues Bello. “In recent years, we have made tremendous progress in this respect and we will unabatedly continue these efforts. We are fully focused on the continuous implementation of new functionalities that lead to productivity improvements.”

This has been embedded at the Euromax Terminal through multi-disciplinary improvement teams that, in line with the Lean Six Sigma methodology, identify a specific point of improvement and then sink their teeth into this. In this way, many facets of the terminal – often invisible to the

‘Putting the customer first entails much more than simply doing what is asked’

Organisational Measures

Francois Bello: “We are fully focused on the continuous implementation of new functionalities that lead to ­productivity improvements.”

outside world - have been raised to an ever higher level.

“Thirteen such programmes are currently underway.

From improving the performance of the Automated Rail Mounted Gantry cranes (ARMGs) to optimising planning and monitoring and much more.”

Major current projects at the Euromax Terminal include further streamlining the landside handling, the phased introduction of dual cycling for simultaneously loading and discharging two containers in one crane cycle and the implementation of Optical Character Recognition (OCR) on all quay cranes. OCR makes it possible to fully automatically record the number, type size, the presence of a seal, door direction and any damages for each container. “It’s a next step towards the true round-the-clock deployment of equipment and achieving an optimal output. With a single crane theoretically at the same time having two containers in the spreader, four containers on the stacker table and two in the second trolley – whilst both discharging and loading are simultaneously taking place – keeping track of everything is becoming increasingly more complex for the shore radioman. OCR can assume many of his tasks and will be primarily supportive.”

The Euromax Terminal also boosts productivity through organisational measures. Bello cites the example of the minimum call size of ten containers which now applies to barges. “A significant percentage of barges calling here were carrying less. With an average switching time on the quayside of fifteen minutes between the departure of one ship and the arrival of the next, we managed to achieve double-digit handling capacity gains by working with barge operators to adhere to stricter requirements.

Although initially mixed reactions were received from the market, overall, customers do understand the necessity of this measure and notice the positive effects.” Along the same lines is the matter of how to deal with the amount of empties in the stack. Each shipping line has its own policies, but in general they consider it practical to have a specific number of empties available close to the deepsea ship.

“Too many empties clogging up the stack however negatively impacts our productivity. This is another issue which we therefore address and discuss with shipping lines.” Bello and his colleagues firmly believe that putting the customer first entails much more than simply doing what is asked. “What matters here is that we closely work together to achieve the best possible result, with clear benefits for all parties.

Good Mix of Employees The Euromax Terminal has been organised in a fully process-oriented manner. Bello: “The operational processes have been arranged in such a way that they do not depend on single individuals. However, quality employees and experience are still of the utmost importance. We have seen a considerable influx of new staff recently and have deliberately selected some high calibre fresh graduates.

This creates a good mix with the operational experience that is already present within our organisation. In that respect, we explicitly expect the recent recruits to use their fresh outsider’s perspective to offer a significant contribution to further improvement projects already achieved by the organization.”

Throughout the entire organisation, many initiatives are thus constantly developed and re-calibrated to continually improve performance. “We regularly also use what we call a ‘learning ship’. Here, a supervisor and operational staff get together to evaluate the handling of a recently departed ship. What went well? What could be improved?

These hands-on experiences always constitute invaluable learning opportunities.”

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If necessary, the container can already be transferred to the feeder on the day the deepsea vessel arrives.

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COSCO Container Lines is currently actively investing in further strengthening its presence in the European market. The development of an own feeder network from Rotterdam is one of the spearheads. Within a short period of time, the shipping line has already established three own feeder services connecting Rotterdam with Dublin in Ireland, Oslo in Norway and Gothenburg in Sweden.

COSCO develops own Feeder Network from Rotterdam At present, COSCO calls at the port of Rotterdam with eleven different deepsea services. For the most part, this takes place within the framework of the CKYHE alliance for which the Euromax Terminal Rotterdam is the home basis. There are also slot charters with other parties and the ECT Delta Terminal is called at as well. “Three of the eleven liner services are fully or partially carried out using our own COSCO vessels,” say Maarten van Kruijl, Manager Transport & Equipment and Erik Speelpenning, Manager Inward & Transhipment of COSCO Container Lines (Netherlands).

All this comprehensive deepsea traffic combined offers COSCO a solid foundation for establishing its own feeder network from Rotterdam. “We started developing the network in early 2015,” say Van Kruijl and Speelpenning.

“Currently, our own feeders already maintain connections with Dublin in Ireland, Oslo in Norway and Gothenburg in Sweden. These are true shuttles serving one or two ports, thus keeping the transit times as short as possible.

Furthermore, we of course also still make frequent use of the services of the various common feeder shipping lines for other destinations and other parties have cargo aboard our feeders as slot charters as well. Transhipment cargo is our basis, but we also look to continental shortsea flows.”

Smart Stacking The establishment of an own feeder network fits in with COSCO’s aim to further strengthen its presence in the European market. Together with the ports of Piraeus, Algeciras and Hamburg, Rotterdam is one of the leading hubs. Van Kruijl and Speelpenning: “Fast transhipment is something the principal requires and having our own feeder network allows us to exercise a greater degree of control over this. It enables us to provide a better service.”

Of course, this also requires close coordination and cooperation with ECT. “Together with the terminals, we aim to provide the best possible product. We both benefit from serving the customer as optimally as possible. Prior to the arrival of the deepsea ship, we at COSCO therefore already inform ECT about the containers which need to be moved further into Europe by feeder and aboard which ships this has to take place. The terminal can take this into account when stacking, allowing for faster and more efficient operations.” If necessary, the container can already be

transferred to the feeder on the day the deepsea vessel arrives.

“Generally, this however takes place immediately after the deepsea vessel has departed again. Then, we have absolute certainty that all the containers are actually available.”

Positive Role Customs According to Van Kruijl and Speelpenning, Rotterdam’s Customs department also has a positive impact on the transhipment process. “The entire customs process surrounding transhipment containers runs very smoothly.

Inspections are of course part of the business and important to guarantee safety and correct information flows; in the current working procedures with Customs, delays are however reduced to a minimum. They think along, the flow is impeded as little as possible.”

Preferred First Port of Call The strong position of Rotterdam and ECT as a feeder hub to a great extent is also attributable to the fact that it is the preferred first port of call in Europe. Something which will only increase in the future as container ships continue to grow in size. Fully laden, the largest vessels of 19,000 TEU and beyond can enter and leave the port unhampered 24/7.

The location of the Euromax Terminal Rotterdam and the ECT Delta Terminal directly on the North Sea is ideal for this.

Van Kruijl and Speelpenning: “Recently, COSCO placed an order for eleven additional new container ships with a capacity of 19,000 TEU. For other ports it will become somewhat of a struggle to still adequately accommodate these kinds of vessels. We are clearly noticing that feeder cargo is specifically booked aboard the biggest ships which use Rotterdam as their first European port of call, with a tight schedule for rapid transit and delivery. In situations where Rotterdam is the last port of call in Europe, the same applies to outbound cargo.”

Door-to-door Of course, COSCO’s efforts to strengthen its presence in the European market are not limited to feedering. Van Kruijl and Speelpenning: “COSCO offers a total door-to-door product throughout the whole of Europe. For that, we often closely work together with European Gateway Services (EGS). We have supported ECT’s development of these services right from the start. The EGS product absolutely helps to transport the cargo of our customers with maximum efficiency.”

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Rotterdam-Bayern Express

Daily Rail Shuttle to Nuremberg convinces CEVA Logistics The daily rail shuttle of European Gateway Services (EGS) between Rotterdam and Nuremberg in South-East Germany – the RotterdamBayern Express – meets a clear demand. Global player CEVA Logistics, for example, selected the services of EGS to supply a new distribution centre in eastern Europe which was recently established by one of its major customers. “In comparing all possibilities from the various seaports, we decided EGS was the most attractive option for this client,” say CEVA’s Senior Vice President Ocean Business, René van Loon and Head of Ocean Freight Benelux, Rutger den Hertog.

‘Reliability and capacity are simply very important’ CEVA Logistics is one of the world’s leading supply chain management companies. “Our strength lies in providing the customer with complete, customised, optimised supply chain solutions from his production facility to the final destination. Or for any subsections of the route he requires,” says René van Loon. “Our services far exceed those of a traditional freight forwarder. We truly get into the supply chain of the customer. We analyse everything, so that we can really present him with the best options, and once the operation is running, provide him with visibility about the status of his shipment at all times. Every customer is different, has specific needs, and often his preferences extend to the modes of transport to be used: sea or air freight, truck, barge or rail, or intermodal combinations.

Also, in general, the closer to the end customer, the more important environmental considerations become.”

Daily Frequency The principal for whom CEVA is now using the EGS rail shuttle to Nuremberg, recently opened a second European distribution centre (EDC) in Bor in the Czech Republic, just across the border with Germany. Continues Van Loon: “There is some evidence that the centre of gravity in European distribution is gradually shifting towards the east. Our customer is anticipating that trend with this newest EDC, for which we handle all the logistics.”

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CEVA carefully weighed all the available options before ultimately selecting the European rail option to connect to Bor. Every possibility for the route between the seaports and the EDC was thoroughly studied and compared. Says Van Loon: “Rotterdam of course has excellent hinterland connections. The investments that the port has made in infrastructure over the past decade are really beginning to pay off. Due to its direct situation on the sea and its unlimited deep-water access, Rotterdam understandably occupies a prominent position as Europe’s preferred first port of call, which further shortens transit times.”

Then, there are also straightforward cost benefits, explains the CEVA manager. “The terminal handling charges are more competitive than in other ports, and through a simplified tax procedure customers can benefit from the deferment of VAT to the final destination.” Ultimately the customer decides. “We clearly list all the options available, and clarify the differences between them.”

EGS on Top Of all the options for this particular customer, the services of EGS emerged as the most attractive, explains Rutger den Hertog. “The daily frequency of the RotterdamBayern Express to Nuremberg was an important deciding

Van Loon (r) and Den Hertog: “EGS is our single point of contact for the entire route from the port of Rotterdam to the EDC in Bor; they also present us with one single invoice.”

factor, as were the short transit times and the guaranteed space which we have been allocated on the train. Reliability and capacity are simply very important. What’s more, the volumes for the new EDC will increase further in the future and EGS has committed to deploying a sixth or seventh weekly train the moment this becomes necessary.”

One Single Point of Contact, One Invoice EGS’ service for CEVA goes beyond just organising the rail transport to Nuremberg. On-demand, the containers are delivered each day to the EDC in Bor, about 1.5 hours from Nuremberg by truck. The TriCon Container Terminal in Nuremberg, where the train turns around, functions as a temporary storage facility. Adds Den Hertog: “As a result, EGS is our single point of contact for the entire route from the port of Rotterdam to the EDC in Bor; they also present us with one single invoice.”

Also on Other Routes Working according the same principle of one single point of contact and one invoice, EGS has already been supplying the first EDC of the same customer of CEVA for a number of years. In this case, EGS mainly transports the containers by barge and, to a lesser extent, by train to its own inland terminal – EGS Venlo – in the south-east of the Netherlands.

From there, the cargo is moved on-demand to the EDC, 35 kilometres away in the German town of Mönchengladbach, just across the border with the Netherlands. Explains Den Hertog: “We invested a lot of time in the implementation of this transport route together with EGS. We of course wanted to eliminate any risk for our principal. That has definitely been achieved: the service of EGS has always been totally reliable – something which our customer has also noticed.”

Rotterdam and Southern Germany ­connected Daily As of early September 2015, the Rotterdam-Bayern Express has been connecting Rotterdam with Southern Germany daily. The container shuttle train rides directly to and from Nuremberg five times a week and four times a week to and from Munich, thereby offering companies a serious alternative to the traditional route via the North German ports (also see the news item on page 6).

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Dating for Road Hauliers 2.0

The principle is simple. Road haulier A has an import load, road haulier B an export load and by combining both, only one truck is needed instead of two. Since mid-2015, Boxreload has been offering road hauliers an intelligent web-based platform to make these kinds of matches, saving them costs and reducing CO2 emissions. “We kind of act like a container dating agency,” says General Manager Andy Barker, who sees plenty of opportunities to further expand both Boxreload’s services and reach.

Boxreload is an initiative of Hutchison Port Holdings which was launched from Rotterdam. Almost forty trucking companies already use the system to post trips for which they lack inbound or outbound cargo. Boxreload automatically presents them with the four best options for making a reload, using smart algorithms to factor in various criteria such as container owner, loading and unloading times, distance between the delivery and the collection address, etc. Barker: “Where in the past you would call other trucking companies to sub-contract loads or trucks, Boxreload now offers an intelligent way of subcontracting with much better options.”

Boxreload also offers the solution to the possible lack of trust for fear of customer poaching. Barker: “Boxreload works similar to Facebook. After you have registered, you first make ‘friends’ with other trucking companies you trust. Only after a company has accepted your friend request can you see potential reloads with them.”

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Once a reload has been requested and agreed, the two hauliers involved directly discuss such matters as the execution of the trip and the distribution of costs with one another.

Boxreload does not get involved in this whatsoever. Barker: “Our commercial model is based on a flat monthly membership fee for each participant.

For this, they can request as many reloads from Boxreload as they want.

We encourage maximum use of the system.”

Link-up with Avantida In 2016, Boxreload will be expanded with a new feature: a direct link-up with Avantida reUse, the web-based platform used by many shipping lines in Western Europe to allow hauliers to request permission for the reuse of containers in the hinterland rather than transporting them back to the port empty. Barker: “Boxreload is completely independent of Avantida in all other aspects, but the advantage of this link-up is that the reuse request can be submitted with one click of the

mouse. There is no need for hauliers to re-key all the information into the Avantida system.”

Further Expansion Boxreload is currently working hard to further expand its range of services.

Barker: “We also want to make box reloads possible in the hinterland via an empty depot. This would for example allow haulier A with an APL import container for the Venlo region and haulier B with a Maersk export container there to still make a reload via a depot halfway in the middle.

We’ve already done the necessary IT development for this. What we now need is the cooperation of the shipping lines to actually implement it.”

Geographic expansion is another option for the future. “Boxreload has the potential to become pan-European and, like a McDonald’s concept, to be implemented in Hamburg, Barcelona, etc. For the time being, we however choose to first further grow organically from Rotterdam.”

Me and my Vessel ‘The crew is the heart of the ship’ EVERY WEEK, CAPTAIN IRENEUSZ FIDYK CALLS AT THE ECT TERMINALS AT THE MAASVLAKTE WITH THE FEEDER SPICA J WHICH SAILS FOR UNIFEEDER. PLYING BACK AND FORTH BETWEEN ROTTERDAM AND NORWAY, THE SEASONED POLISH MASTER KNOWS THE PORT OF ROTTERDAM LIKE THE BACK OF HIS HAND.

WHAT IS SPECIAL ABOUT THE SPICA J?

HOW’S LIFE AS A SEAMAN?

“The ship can accommodate any type of container: 20-foot, 40-foot, 45-foot, high-cubes, open flat racks, etc. This makes the ship attractive to use for Unifeeder. Especially since the Spica J is also fitted with 170 reefer connections. Not only for refrigerated cargo, but also for example for transporting hot paraffin at a constant temperature of 70ºC. Each reefer is inspected by us three times a day.”

“I’ve already been at sea for 40 years and have sailed on every type of ship: deepsea fishing, bulk, heavy lift, RoRo, you name it. I have been a captain for about 25 years, the last five of which aboard feeder vessels. (Laughing:) What began years ago as a romantic adventure is now causing rheumatic problems in my bones. I still like it, but nowadays you are much more a wheel in a bigger machine, including lots of paperwork. There is hardly time to go on shore anymore.”

WHAT IS SPECIFIC TO SAILING WITH A FEEDER?

HOW DO YOU LIKE THE PORT OF ROTTERDAM?

“Speed is of paramount importance in the feeder sector.

Schedules are tight and potential delays are everywhere. But no matter what, safety always comes first. I will never head out to sea before everything is in order. I therefore always try to get the same crew back on board. The crew is the heart of the ship. The Spica J has specific characteristics and they know exactly how everything works.”

“You could say Rotterdam is my home port. As a European, I’m proud of it. The Vessel Traffic Management System is one of the best. Everyone knows what to do. In both Rotterdam and Norway, I have a pilotage exemption for specific port sectors. That saves time and money. As a prerequisite for the exemption in Rotterdam, I need to make eighteen inbound and outbound trips every year. Only in dense fog, high winds and when we are assisted by a tug I’am still obliged to take a pilot on board.”

ABOUT THE SPICA J BUILT IN 2007 LENGTH 139.60 m WIDTH 22.20 m CAPACITY 962 TEU CREW 13, mixed Polish, Ukrainian, Russian and Filipino LOOP weekly back and forth between Rotterdam (three different terminals) and Oslo, Moss and Brevik in Norway

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Behind the Scenes Rail Terminal West is one of the three rail terminals operated by ECT at the Maasvlakte.

Each week, about 120 rail shuttles originating from and bound for destinations throughout the whole of Europe are quickly and efficiently handled here. Besides maritime containers, the terminal also attracts more and more continental cargo.

Rail Terminal West operates with two rail cranes.

The experienced crane drivers discharge and load trains across six tracks simultaneously; also from train to train.

Rail Terminal West is the starting point and terminus of the Betuweroute, the dedicated freight rail line which runs right across the Netherlands to directly connect Rotterdam with Germany. Both Rail Terminal West and the Betuweroute have plenty of capacity for further growth.

Multi Trailer Systems (MTSs) efficiently carry the containers to and from Rail Terminal West.

These MTSs freely move between the rail terminal and the ECT Delta Terminal right across the motorway using a dedicated internal road.

Lock pin adjusters inspect the wagon order prior to loading and ensure that the pins on each wagon are in the correct position for placing the planned 20-foot, 40-foot or 45-foot container.

The radioman checks the number and seal of every container and also inspects each box for damage.

Like the crane driver, the radioman is in constant contact with the central operational control.