ECT FastForward Issue 42

FAST FORWARD SUMMER 2008

ISSUE

42

FINISHING TOUCH DBF TERMINAL WORKING INTELLIGENTLY TO BOOST CAPACITY PREMIUM SERVICE EXTENDED GATE

OFFICIAL OPENING EUROMAX TERMINAL

FAST FORWARD CONTENTS

12-13 Colophon Fast Forward, a business-to-business publication of ECT, appears three times a year. Please contact our Communications Department with any questions or suggestions you may have regarding the contents.

Copy Rob Schoemaker, Rob Wilken (editor-in-chief) Translation Niall Martin, Dean Harte Photography Eric Bakker (unless stated otherwise) Layout Ontwerpwerk, The Hague Printing Drukkerij De Longte, Capelle a/d IJssel External coordination RWP, Voorburg Chief editor ECT Rose Wiggers Europe Container Terminals (ECT) Europe Container Terminals (ECT) is the largest and most advanced container terminal operator in Europe, handling almost three-quarters of all containers at the Port of Rotterdam.

ECT operates three deep-sea terminals here: the ECT Delta Terminal and the Euromax Terminal (together with the CKYH Alliance) on the Maasvlakte peninsula, close to the North Sea, and the ECT City Terminal in the Eemhaven close to the city centre. Currently, ECT is developing a network of inland terminals to facilitate better intermodal transport between Rotterdam and the European hinterland. In 2007, ECT handled 6.1 million TEU.

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ECT is a member of the Hutchison Port Holdings (HPH) Group, a subsidiary of the multinational conglomerate Hutchison Whampoa Limited (HWL).

FINISHING TOUCH DBF TERMINAL If all goes according to schedule, then the first operational tests with inland barges and feeders at the Delta Barge Feeder Terminal will take place in the course of September.

HPH is the world’s leading port investor, developer and operator with interests in a total of 292 berths in 47 ports, spanning 24 countries throughout Asia Pacific, the Middle East, Africa, Europe and the Americas. HPH also owns a number of transportationrelated service companies. In 2007, the HPH Group handled a combined throughput of 66.3 million TEU worldwide.

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No rights can be derived from this publication.

P.O. Box 7385, 3000 HJ Rotterdam, the Netherlands T +31 (0) 181 278 278 F +31 (0) 181 278 315 E info@ect.nl | W www.ect.nl

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WORKING INTELLIGENTLY TO BOOST CAPACITY Management board members Leo Ruijs and Jan Waas comment on the transformation ECT is currently undergoing. “ECT is evolving from a terminal operator into a fully-fledged logistics service provider. We aim to be the partner of choice for the logistics sector.”

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PREMIUM SERVICE! Efficiently discharging containers at the deep-sea terminal and directly transporting them to the hinterland; ECT’s extended gate concept makes this possible. After a year of experimenting, ECT will now further implement the concept and make the product available to the market.

SUMMER 2008 COLUMN

OFFICIAL OPENING EUROMAX TERMINAL On the 5th of September 2008, the Euromax Terminal will be officially opened. A truly festive milestone which follows on years of intensive preparation. It will however only be from the 1st of January 2009 that the first commercial cargo will be handled at this joint venture of ECT and the CKYH Alliance. The second half of 2008 will be fully dedicated to the gradual start-up of the terminal.

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NEWS FULLY ELECTRONIC FROM THE 1ST OF OCTOBER

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EXTENDED GATE MOERDIJK

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ZOOM-ZOOM! THE STREAMLINED LOGISTICS OF MAZDA

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LOOK FIRST, THEN THINK AND FINALLY DO

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READY FOR THE NIGHT

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MY ROTTERDAM

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LINK IN THE LOGISTICS CHAIN

SHAPING YOUR GATEWAY TO EUROPE The time has come! On September 5 2008 we will officially open the Delta Barge Feeder Terminal (DBF), as well as the Euromax Terminal together with the CKYH Alliance. Both terminals are currently in the middle of the process of coming online. The DBF will handle its first commercial cargo this Autumn and for the Euromax this will be from January 1 next year.

With these two new terminals ECT has taken a big step forward in offering customers ample extra capacity on the seaside in the short term. We haven’t forgotten the streamlined transport of containers to and from the hinterland however. On the contrary: this issue of Fast Forward enumerates lots of examples - from the recent expansion of our inland terminal TCT Belgium to our cooperation with CCT in Moerdijk in the southwestern Netherlands.

And from the pilot aimed at stimulating driving at night to our plans for more extended gates… These certainly won’t be our last initiatives in the hinterland.

‘Shaping your Gateway to Europe’, that’s how we see our multifaceted mission.

We will do all we can to live up to these goals.

An integral part of ‘Shaping your Gateway to Europe’ is our commitment to the environment. In view of the ongoing growth in container volumes, more inland transport by barge and rail is a must, both from an economic and an environmental point of view. More than a quarter of a century ago ECT proved itself a true pioneer in launching the inland terminal of TCT Venlo on the Dutch-German border and a daily rail shuttle from there to Rotterdam.

Since then many inland terminals have been established in the port’s extensive hinterland, both for the handling of inland shipping and for rail. The role of these terminals is set to become increasingly important in the future. This offers one-on-one benefits for the environment as well.

Sustainability has also become increasingly important within our terminal operations. Thanks to its automated handling concept, ECT is able to work at a high level of environmental efficiency. In addition we’re in the middle of a process to further ‘green’ our equipment and sites. All Automated Guided Vehicles (AGVs) on the new Euromax Terminal for example will be dieselelectric rather than diesel-hydraulic powered. Next year we will also start the large-scale replacement of old-series AGVs with new diesel-electric powered vehicles on the ECT Delta Terminal. In addition we are looking into the possibilities for running terminal equipment on relatively clean liquid natural gas (LNG) and reducing noise production. Moreover, compared to the minimum light requirement of 20 lux for conventional terminals, a fully-automated terminal requires just 5 lux. Not only does this mean they use less electricity, it also cuts the levels of light pollution in the surrounding area.

‘Shaping your Gateway to Europe’ demonstrates that for us, an optimal services provision to our clients and a healthy, sustainable future go hand in hand. ECT cannot do this alone however. To reach that goal it’s our ambition to work with as many parties in the logistics chain as possible.

Jan Westerhoud, President of ECT 3

NEWS

FESTIVE EXPANSION TCT BELGIUM On the 29th of May 2008, the inland terminal of TCT Belgium - a full subsidiary of ECT in the presence of a great number of invitees festively marked the expansion of its terminal site to a size of 10 hectares. At the same time, the 600,000th TEU was handled since the company was established in 2000.

Through the extra 3.5 hectares which have been added and the continuous optimization of terminal processes, TCT Belgium now has an annual handling capacity of between 180,000 and 200,000 TEU. This is almost twice as much as in the old situation.

Using the capacity expansion, TCT Belgium in the coming period plans to further develop into a central hub in an inland network of smaller satellite terminals. In this concept, the satellite terminals use relatively small inland barges to pick-up and deliver their containers at TCT Belgium. From here, the transport to and from the sea ports of Rotterdam, Antwerp and Zeebrugge takes place in consolidated flows which are transported by larger inland vessels. This enables the entire logistics chain to better function.

With the Cargovil Container Terminal in Grimbergen and the Container Terminal Avelgem, this cooperation has already been achieved.

During the festivities in honour of the expansion of TCT Belgium, Prime Minister Kris Peeters of Flanders (l) and ECT President Jan Westerhoud (r) together unveiled a plaquette depicting the future network function of TCT Belgium. The plaquette was accepted by Martine Hiel, managing director of TCT Belgium.

Also see the feature on Mazda, one of TCT Belgium’s customers, on pages 18 – 19.

OFFICIAL OPENING 5TH OF SEPTEMBER 2008 The 5th of September 2008 will go down in the annals of ECT as a particularly memorable day. At the Maasvlakte, both the Delta Barge Feeder Terminal (also see feature page 7) and the Euromax Terminal (also see feature pages 12 - 13) will consecutively be officially opened on that Friday. For the Delta Barge Feeder Terminal, the official opening ceremony will be performed by André Toet, Chief Operating Officer of the Port of Rotterdam Authority.

The Euromax Terminal will be opened by Rotterdam mayor Ivo Opstelten. The fact that mayor Opstelten will bid farewell to his mayorship in December 2008 adds an extra dimension to this opening ceremony. During his ten years in office, he has shown himself an excellent ambassador to the Rotterdam port all over the world.

Both of the official opening ceremonies will naturally take place in a festive setting. Moreover, the spectacular show at the Euromax Terminal will also mark the start of the annual World Port Days which offer the public a three-day ‘backstage pass’ to the port of Rotterdam.

More information: www.wereldhavendagen.nl.

ZIM TO ECT CITY TERMINAL Since the end of July, the ECT City Terminal has been included in the sailing schedule of the East West Express between Asia and northern Europe which was launched by Israeli shipping line ZIM at the start of 2008. Rotterdam is now also the first port of call in this service. In its service, ZIM is deploying vessels of 4250 TEU, including the Pearl River I (photo). The complete sailing schedule: Shanghai, Xiamen, Hong Kong, Shekou, Port Klang, Suez, Rotterdam, Bremerhaven, Antwerp, Southampton, Le Havre and back to Suez again.

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NEWS

RAIL ON THE UP ECT.NL RENEWED The website of ECT has undergone a total metamorphosis. A new look & feel gives www.ect.nl a contemporary and inviting appearance. Furthermore, the speed has significantly been improved. Just like before, visitors can consult loads of information about ECT: all the corporate details, but also the latest news, telephone numbers, addresses and current job openings.

Special features include the terminal overview, object status, container status and the image gallery with a selection of the finest photos taken at and around the ECT terminals.

In addition to a public section, ECT’s website also comprises a widely used extranet. Here authorised customers can benefit 24 hours a day from a great number of services aimed at the issuing of orders and the easy electronic exchange of information with ECT.

NEW SERVICE CMA-CGM & CHINA SHIPPING The ECT Delta is one of the terminals of call of the new weekly service of CMACGM and China Shipping Container Lines between Asia and northern Europe. Both shipping lines are deploying four vessels with a capacity of 9500 to 9700 TEU in this joint liner service. The port rotation is Shanghai, Xiamen, Yantian, Nansha, Port Kelang, Zeebrugge, Hamburg and Rotterdam; from here, the vessels sail back to Shanghai in 22 days.

Rail transport between Rotterdam and the European market is clearly on the up.

In 2007, the train showed the greatest increase (+ 10.5 percent) in terms of volume in the modal split of Rotterdam’s hinterland transport (rail/inland navigation/road).

In 2008, the rail sector is also teeming with new initiatives, both for longer and shorter distances. An example of the latter is the daily shuttle service of GTO between the Maasvlakte and the Pernis Combi Terminal some 40 kilometres to the west, near the city of Rotterdam. With this service, which was launched last April, initiator GTO is anticipating the congestion on the A15 motorway in the port. Another new rail connection runs between Rotterdam’s

Maasvlakte and the Barge Terminal Born near the Dutch - German border. Since the end of April, the German private railway company Ruhrtalbahn has been operating a thrice-weekly shuttle on this route. In terms of Germany-bound transport, railway operator Hupac Intermodal has increased the frequency of its service between Rotterdam and Mannheim from five to six departures a week. The new rail operator Shuttlewise has in addition announced a daily shuttle connection to Herne in Germany’s Ruhr area for September 2008. Among the starting points in Rotterdam is the Rail Service Center Rotterdam, the large rail cargo handling complex directly adjacent to the ECT City Terminal.

NEW MANAGING DIRECTOR DECETE DUISBURG

As of the 15th of August 2008, the German Johan Stelten (44) has started as new managing director of DeCeTe Duisburg. ECT is the majority shareholder in this trimodal inland terminal which is located right in the heart of the German Ruhr area. Before joining DeCeTe Duisburg, Stelten among other things had his own company specialising in the warehousing and handling of food and hazardous goods. The last couple of years, he worked for RSB, a subsidiary of Germany’s electricity and gas company RWE. At RSB, he was responsible for the logistics of power plants. The new managing director hails from the region where DeCeTe is established and therefore already remotely knew the company. “It is one of the key players here.” In the past weeks, Stelten has already paid several visits to ECT in Rotterdam. “I’m very impressed with the operations and the working spirit. I’m really looking forward to work with our team here in Duisburg to maintain and expand our position as one of the major inland container terminals in Europe. Meeting and exceeding our clients expectations when it comes to professional container handling and further expanding the network of ECT into the German hinterland are the other aims we will working on.”

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NEWS

1,000,000 AND MORE At the end of May, the ECT Delta Dedicated West Terminal handled the 1,000,000th Evergreen container since the first vessel of the Taiwanese shipping line moored at this location in 2006. The 1,000,000th container was aboard the Hatsu Smart (7024 TEU), one of the eight environment-friendly S-class vessels (see feature Fast Forward 41) of the shipping line. The ‘jubilee container’ was discharged from the vessel together with the 999,999th box by ECT in a twinlift operation.

INLAND HUB IN AMSTERDAM: THE NEXT STEP Since February 2008, the inland barge terminal of CTVrede - Steinweg in Amsterdam has been functioning as an inland hub for the deep-sea terminals of the Delta peninsula at Rotterdam’s Maasvlakte. Each day, an inland barge connects the ECT Delta Terminal with the cargo handling point located more than 120 kilometres to the north. Road transporters and forwarders within a wide radius of the Dutch capital can now easily deliver and pick up their containers here.

Driven by the response from the market, Bas Gort, managing director of CTVrede - Steinweg, is enthusiastic. “Things are definitely running smoothly, we have not encountered any delays yet.” New initiatives will in addition make the product even more attractive. Gort: “We are currently linking the computer systems of ECT and CTVrede - Steinweg. Some customers would like software integration as well. In the future, a customer will be able to see on his computer when his container will be present at the quay of CTVrede- Steinweg the moment a sea-going vessel departs from Asia. Three weeks beforehand, he already knows exactly what to expect.

The containers which are en route in a way become a floating warehouse to him. Especially for the high-tech sector here in the region, this constitutes an important additional advantage.

Canon, for example, is currently already moving cargo via our shuttle and is highly interested in the next step.”

CTVrede - Steinweg however does more to further perfect its hub function. “We are doing all we can to make the lead times of our customers as short as possible.” One of the initiatives entails the recent opening at the terminal of a secured gas measuring lane with a capacity of 150 containers a day. “Directly upon arrival per inland barge, we can inspect containers in a safe environment and degas them if necessary. This no longer needs to be done at the ECT Delta Terminal or, at a later stage, at the customer. Just like that, this can make a two-day difference.” The speed at which containers can be picked up and delivered at CTVrede Steinweg is always unparalleled anyway. “On average, truck drivers who identify themselves by means of a Cargo Card are done here in eight minutes.”

LESS CO2 FOR GERMAN WINE LOVERS? JFHillebrand, the largest forwarder of wines and spirits in the world, offers an easy-to-use CO2 calculator on its website www2.jfhillebrand.com, section ‘Tools and Resources’. With this calculator, shippers of wine can determine how much CO2 is emitted through the transport from vineyard to distribution point. Calculations made by the Port of Rotterdam Authority using this tool show that for the four leading overseas wine countries Australia, Argentina, Chile and South Africa, the transport of wine via the Rotterdam port to Mainz (the central European distribution point of JFHillebrand in Germany) results in three to four percent less CO2 being generated than for the route via the port of Hamburg to Mainz. Not a great difference in terms of percentage, perhaps, but considerably better for the environment in absolute figures when taking into account the great quantities of wine imported by Germany.

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Finishing Touch

Following a sea voyage of two months, the three wide span gantry cranes for the first phase of the Delta Barge Feeder Terminal arrived from China at the end of June. Immediately after the new equipment was positioned on the quay at the tip of the Delta peninsula, ECT made a start with intensively testing the new cranes and training the crane drivers. If all goes according to schedule, then the first operational tests with inland barges and feeders will take place in the course of September.

The new feeder/inland barge cranes, which were constructed by ZPMC, are highly impressive. They stand 38 metres tall and the distance between the outreach and backreach is an amazing 132 metres. This is because the cranes will handle vessels on the sea side as well as serve the Multi

Delta Barge Feeder Terminal Phase 1 Capacity Quay Depth Site Wide span gantry cranes

300,000 TEU 840 (400 metres + 440 metres of phase 2) 10 - 11 metres 7.5 hectares 3

More Extras ECT has purchased 30 extra Multi Trailer Systems with a total of 150 chassis for the Delta Barge Feeder Terminal.

Pending the coming-on-stream of the new terminal, this equipment is currently already in use elsewhere on the Delta peninsula. The 440 metres of quay and the accompanying site for phase two of the Delta Barge Feeder Terminal have also been fully completed.

All the containers arriving at or departing from the land side at the Delta Barge Feeder Terminal will in addition pass through nuclear inspection gates which scan the containers for radiation.

Trailer Systems which pick up and deliver the containers on the land side.

In addition, the Delta Barge Feeder Terminal will have its own stack between and behind the legs of the new cranes. This makes it possible to already pre-stack containers before the inland barge or feeder has actually arrived. As a result, vessels can be handled far more efficiently.

New: Pre-stacking The new wide span gantry cranes are truly one of a kind. This is why both testing all the aspects of the crane and training the crane drivers are relatively time-consuming processes.

Theo van Zijll, operations manager of the Delta Barge Feeder Terminal: “In fact, the new cranes are part deepsea crane and part stacking crane.

This requires specific skills, both of the ECT staff who will operate the equipment and the hinterlying organization. Pre-stacking, for example, is something completely new to us.

We have our plans as to how we can best approach this, but they still need to be proven in practice.”

Official Opening 5th of September The official festive opening of the Delta Barge Feeder Terminal will take place on the 5th of September. After that, Van Zijll expects that phase one of

the new development will gradually be taken into operation. “We will do this crane by crane and from small to large: first an inland barge, then a feeder and next in combination with pre-stacking.” The operations manager remains careful about the exact moment when phase one will be fully operational: “It may not be rocket science, but still. The wide span gantry cranes and the terminal concept are new to ECT. In addition, the vessel planning of the Delta Barge Feeder Terminal will have to be fully incorporated in that of the entire Delta complex.”

More Service Van Zijll emphasizes that in the future, inland barges and feeders will basically still be handled at the Delta terminal(s) where they belong. Or, to put it more accurately: the terminals which are served by the deep-sea carriers that carry the corresponding cargo. This is the most efficient approach.

“The moment this is not possible, the Delta Barge Feeder Terminal enters the picture. Our aim is to make optimum use of the capacity which is available on the Delta peninsula. In this respect, there is no doubt whatsoever that the new dedicated berths will further improve service levels for the inland barge and feeder sector.”

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Management Board Members Leo Ruijs (l) and Jan Waas on the Ongoing Renewal of ECT

Working Intelligently

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For both the new Delta Barge Feeder Terminal and the new Euromax Terminal (see also other stories in this issue of Fast Forward) the achievements of 2008 only amount to Phase 1.

Behind the scenes preparations for the following phases are well underway. The civil engineering work for Phase 2 of the Euromax Terminal will soon be out to tender.

“That involves 300 metres of additional deep-sea quay with accompanying terminal space for 17 stacking lanes by 2010,” explain ECT management board members Leo Ruijs and Jan Waas. In addition the Euromax on the existing Maasvlakte will also get a Phase 3. “This third phase will be built in front of the Maasvlakte Oil Terminal, where another 600 metres of quay can be realised. But because of the oil terminal there isn’t room for a large-scale stack; we’re now thinking how we can best deploy this site.” The realisation of Phase 3 will only come into play after 2010, say the directors. Ultimately the Euromax Terminal will also undergo a Phase 4 development. Once Maasvlakte 2 - Rotterdam port’s North Sea land reclamation project - is complete, it will allow for another 1800 metres of quay with accompanying terrain. In terms of timing this development of course follows the planning of and volume growth at Maasvlakte 2.

Phase 2 Delta Barge Feeder Terminal Phase 2 of the Delta Barge Feeder Terminal is now also underway. The quayside and the terminal terrain are ready.

Ruijs and Waas: “We are researching how the terminal can best be deployed using simulation techniques. The idea is in the off-peak hours of the land side operation to drive containers over from the central stack to the Delta Barge Feeder Terminal prior to the arrival of the ships. That’s different to current practice on our other terminals. There we only move the containers once the vessel has arrived.”

The intentions of Phase 2 are to add an additional three or four cranes of the same type to the three wide-span gantry cranes of Phase 1. Both directors expect a decision towards the end of the year on the investment required for this and the additional equipment for Phase 2 of the Euromax Terminal.

More Capacity in the Hinterland It is no secret that ECT is also increasing its emphasis on activities in the hinterland. “The creation of capacity for our clients doesn’t end at the seaside. To optimise our activities in Rotterdam we also need to build up a substantial presence inland,” say Ruijs and Waas. “With a push-pull

The dominant factor for ECT this year is the taking into operation of the Delta Barge Feeder Terminal and the Euromax Terminal. Everything is geared to making sure that these two facilities are a huge success.

However, Director Finance Leo Ruijs and Director Technology & Engineering Jan Waas are already looking even further ahead. “ECT is evolving from a terminal operator into a fully-fledged logistics service provider. We aim to be the partner of choice for the logistics sector.”

to Boost Capacity system, the deep-sea terminal can then manage a rapid throughput of containers to and from the hinterland.”

The recent expansion of TCT Belgium (see news item page 4) is one of the ways in which ECT is realising its ambitions. It will certainly not be the last inland investment, the directors say. “We’re surveying the scene. It’s not an absolute requirement that we gain a stake in an inland terminal however look at our cooperation with CTVrede - Steinweg in Amsterdam, for example. That terminal is perfectly situated to function as a hub for northern cargoes to and from our deep-sea terminals.”

explain. “We have already conducted studies. The introduction fits in with our plans for the better use of our existing capacity.” Ruijs and Waas look even further ahead: “At the moment it’s certainly not the case that every truck, barge and train arrives and departs at our deep-sea terminals fully loaded. A 100 percent load would however save lots of capacity and benefit all the parties concerned.” How to achieve this is another question and not easily realised.

ECT is not a player that can organise 100% loads itself.

“But we certainly would and could like to act as facilitator.”

Head-turning Optimal Capacity Management Continued development of the extended gate concept is very much a part of the hinterland strategy (see feature page 14 - 15). “It’s an example of intelligent capacity management.”

The deep-sea terminals, too, offer more opportunities for optimal capacity management. An idea also increasingly floated outside ECT is the introduction of a truck appointment system, whereby truck drivers know exactly at what time they will be handled. A truck appointment system of this nature is becoming more relevant, Ruijs and Waas

Reflecting on challenges such as 100 percent cargo loads is in keeping with the transformation ECT is currently undergoing. “With the arrival of Maasvlakte 2, container handling will become even more of a commodity. By diversifying the basic product we can maintain our distinctive profile as a terminal and thus create a competitive advantage. Given our location at the nodal point of transport flows we are ideally placed to contribute to further efficiency improvements in the logistics chain. That’s why ECT is consciously shifting its focus and beginning to pay increasing attention

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to the land side. We are no longer bound to the ship.”

The two directors enumerate other striking comparisons to illustrate the transition process in which ECT finds itself.

“From loading and unloading of containers our core business is shifting towards helping our clients in all areas as fast and as efficiently as possible,” they explain. Or to put it another way: “ECT is moving away from merely thinking about terminal logistics to thinking about improved management of the entire logistics chain, thereby ensuring a better business case for all parties concerned. From a terminal operator we are in the process of evolving into a fully-fledged logistical services provider. With that we aim to be the partner of choice for the logistics sector.”

Terminal (DDN) will undertake a major renovation of its AGV-area. The Automated Guided Vehicles (AGVs) here are currently hampered by the subsidence in the road surface which has developed over the last fifteen years of operations.

Ruijs and Waas: “The preparations for these renovations are already in full swing. Depending on how volumes develop, we’re also looking at the possibilities of accelerating the renovations. For example by working on the basis of double shifts, or by opting for a different technique, whereby prefab concrete plates are manufactured elsewhere and only require laying at the DDN.” The final decision involves weighing up capacity and price, the two management board members explain. “Working 50 percent faster costs three times as much.”

Data Provision as Opportunity In this integrated approach information can have a crucial role to play. “From a container handling company we are increasingly becoming a data broker, able to optimise terminal capacity for our clients by means of electronic data interchange. Frequently we have more and better information at our disposal about a cargo than the parties concerned in the hinterland. Given that more than 70 percent of the cargo at our terminals comprises merchant haulage, that must have the potential to translate into extra services provision.” Ruijs and Waas concede that the thinking on this is still at a preliminary stage. “What we would ultimately like to see is that companies start recognising ECT as a safe, reliable and predictable link in the chain, as an organisation that facilitates process optimisation.

If a container from Philips leaves Hong Kong by ship, the company must be able to rely on ECT that the cargo reaches its European warehouse exactly on time. That’s how we can stand out from the rest.”

Renovation Delta Dedicated North Terminal It goes without saying that in the interim ECT remains completely focused on the day to day realities. As soon as the volumes of the CKYH Alliance are relocated to the Euromax Terminal in 2009, the Delta Dedicated North

New ‘Greener’ AGV’s In any case ECT will soon be able to offer clients on the Delta complex sufficient extra capacity. In addition the DDN will be provided with new AGVs. “We have a replacement schedule for 60 units, of which the first 20 are expected in 2009.” The new AGVs are diesel-electric powered and are therefore ‘greener’. They are also suited to twin-carrying and twin-lifting. Last but not least, the new AGVs are faster, travelling at six metres per second rather than three.

Optimal Capacity Utilisation In the ongoing quest for optimal capacity utilisation, the ECT Delta Terminal will continue to develop, Ruijs and Waas say. “In the long term it is a possibility that we will demolish several buildings in the centre of the terminal.

In combination with plans for the construction of a new office on the forecourt the space freed up by this demolition can then be used for containers. But just as on the Euromax Terminal two Automatic Stacking Cranes (ASCs) per stacking lane and AGVs behind instead of under the quay crane are also ideas with which we can push ahead at the ECT Delta.

If, and if so how, that can be achieved is still being investigated. First, this year, the priority is to deliver an operational Euromax and Delta Barge Feeder Terminal.”

As soon as the volumes of the CKYH Alliance are relocated to the Euromax Terminal in 2009, the Delta Dedicated North Terminal will undertake a major renovation.

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The electronic exchange of data has been mandatory at all the deep-sea terminals of ECT (Delta, City, Euromax) since the 1st of June 2008. With container volumes constantly increasing, it is the only way to keep offering optimum service levels to all customers and other logistical partners. Until the 1st of October 2008, there will however be a transition period.

Together with the market, ECT will use this time to tackle the last remaining obstacles on the way to 100 percent paperless communication.

Fully Electronic from the 1st of October “The market has responded very well to our appeal,” says Tom Niels, head of the Quality & Optimization department. Since the 1st of January 2007, his department has been the driving force behind the realization of ECT’s aim to have 100 percent electronic data exchange with customers and other logistical partners. Through frequent consultation with branch organizations and offering support to individual customers in the creation of good electronic communication, a lot has been achieved. In addition, improved internal processes and smart tools have simplified the electronic exchange of data. Through www.ect.nl, many practical services (such as the inland carrier tool and the dischargeloading converter) have been made available to customers and other logistical partners. The port-wide Port Community System of Port infolink also offers a number of easily accessible services. Electronic communication has therefore become possible for everyone in the transport chain. Niels: “Across the board, we are therefore noticing a substantial upward trend in terms of electronic communication.”

Mandatory since 1st of June Consequently, electronic data exchange has been mandatory at all the ECT

terminals in Rotterdam as of the 1st of June of this year. At the same time, it was announced there would be a transition period until the 1st of October 2008. ECT will use these four months for smoothing out the last remaining bottlenecks. Niels: “This partially requires an effort on our part and partially on the part of our relations. After the 1st of October 2008, all communications with customers and other logistical partners about the delivery, loading, discharging and picking-up of containers must be fully electronic.” One of the points of attention is the electronic pre-notification of the road transportation sector.

ECT has come up with a pragmatic measure to support hauliers. “In our reception buildings, we will place PCs for truck drivers who have not been pre-notified. In that way, they can still take care of this. Next, they can proceed to the do-it-yourself counter to arrange the other formalities for visiting the terminal.” Other issues also still need to be solved. One of the most pressing matters is the electronic communication about empty containers. In consultation with the Association of Rotterdam Shipbrokers and Agents, a highly practical solution to this is being searched for. Niels: “We are doing everything to tackle the last remaining

problems. For example, we have created a virtual waiting room for electronic bookings of which the accompanying deep-sea voyage number has not been recognized by the terminal system.

As ECT, we then actively approach the shipping line to correct the voyage number. In this way, we can prevent such bookings from getting lost.”

No Match No Access All in all, the moment ECT will no longer make exceptions and really only accept electronic messages is approaching. Niels: “We need to draw the line somewhere and start executing the procedures. Containers which have not been electronically pre-notified and for which there is no correct booking will no longer be allowed on the terminal after the 1st of October 2008.” En route to that date, ECT is highly pleased about the cooperative attitude and flexibility of its customers and other logistical partners. “In the end, we are doing all this so that we can continue to offer them optimum service levels in the future.”

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Official Opening Euromax

On the 5th of September 2008, the Euromax Terminal will be officially opened.

A truly festive milestone which follows on years of intensive preparation. It will however only be from the 1st of January 2009 that the first commercial cargo will be handled at this joint venture of ECT and the CKYH Alliance. The second half of 2008 will be fully dedicated to the gradual start-up of the terminal.

On the 22nd of July 2008, the Yang Ming Portland had the honour of being the first ship in a regular liner service to call at the Euromax Terminal. By now, more ships have followed. Each call is used by the Euromax Terminal to further fine-tune the operations, both on the sea side and the land side. Once the terminal process runs smoothly, then a next string is welcome. In this way, all eight of the current liner services of the CKYH partners (Cosco Container Lines, “K� Line, Yang Ming, Hanjin Shipping) calling at Rotterdam will gradually be moved to their new location.

Fast and Efficient In any case, Rotterdam is the only port in northern Europe which is served by all the CKYH services sailing in this trade.

The Euromax Terminal phase 1 offers them a handling capacity of 2,300,000 TEU; even the very largest deep-sea vessels will be welcome at the 1500-metre long quay wall.

And if necessary, the already unprecedented depth of -16.65 metres can be further deepened to -19.65 metres.

On the quay, twelve cranes which are extendable to a maximum height of 46 metres see to it that even deep-sea vessels with containers on deck up to 23 rows wide are always efficiently handled. The quay cranes were designed especially for the Euromax Terminal and no efforts were spared to make them as fast as possible. Important features in this respect are the semi-automatic operating system 12

and the second cat (a kind of compact trolley). The semiautomatic operating system means that the crane driver can fully concentrate on the loading and discharging of containers aboard the vessel. The computer coordinates the movement of a container between a safe hoisting height above the ship and the stacker platform which is located 16 metres above the ground in the backreach of the crane.

From here, the fully automated second cat moves the containers to and from the Automated Guided Vehicles (AGVs) which pass behind the crane. These unmanned vehicles, also known from the ECT Delta Terminal, always take the shortest possible route to the stack. Here, Automated Rail Mounted Gantry cranes (ARMGs) take over the containers.

In phase 1, the Euromax Terminal will have 29 stacking lanes in total with two ARMGs per lane, one on the sea side and one of the land side. Each stacking lane is 10 containers wide and 36 containers (TEU) long; stacking is possible up to 5 containers high.

Multimodal All the Way As regards hinterland transport, the Euromax Terminal offers state-of-the-art facilities for each mode of transport.

In phase 1, feeders and inland barges will have four own feeder/inland barge cranes at their disposal, grouped in twos on both sides of the twelve deep-sea cranes. Trains are handled at the own on-dock rail terminal of the Euromax,

Terminal

which constitutes the starting point of the Betuwe Route, the dedicated freight railway line which links Rotterdam and Germany. The rail terminal comprises six tracks of 750 metres with two rail cranes which see to it that trains are efficiently handled. The road transport sector can count on one-stop-shopping at the Euromax Terminal. Hauliers who have been properly pre-notified on time and can identify themselves by means of a Cargo Card will no longer need to exit their cabins to deal with formalities. Handling will take place immediately behind the stack, where an ARMG will directly load and unload containers onto and from the truck. Straddle carriers are consequently no longer required at the Euromax Terminal, which allowed for an extra compact terminal design.

Safe and ‘Green’ The Euromax is centrally managed from the striking tenstorey office building at the edge of the terminal. This allows employees and visitors to park their cars outside of the terminal site, which further boosts the efficiency and safety of terminal operations. The terminal operating system was designed by Navis/Gottwald, also responsible for the terminal operating system of the ECT Delta Terminal; they further developed this concept for the Euromax. Through the application of the most modern technologies, the Euromax in addition is a ‘green’ terminal. On top of that,

extra attention has been paid to the reduction of fuel consumption and CO2 emissions as well as light and noise reduction. Moreover, the terminal’s aforementioned multimodal facilities offer great opportunities in terms of environment-friendly hinterland transport.

Phasing In The Euromax Terminal sets a new standard in container handling. As is the case for every new process, the start-up however requires time. From the 1st of July 2008, the terminal has therefore commenced with bringing into operation 600 metres of quay, 4 deep-sea cranes and 2 feeder/inland barge cranes which will actually come on stream commercially from the 1st of January 2009. Parallel to this, the remaining 900 metres of quay and equipment of phase 1 will gradually also be made available. In this way, phase 1 of the Euromax Terminal will be fully operational in mid-2009.

Special Edition Fast Forward on Euromax On the occasion of the official opening of the Euromax Terminal on the 5th of September 2008, a special edition of Fast Forward has been published which is fully dedicated to this new state-of-the-art terminal. If you have not received this special, you can download it at www.ect.nl. A hard copy can be obtained by sending an e-mail to info@ect.nl.

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Efficiently discharging containers at the deepsea terminal and directly transporting them to the hinterland; ECT’s extended gate concept makes this possible. After a year of experimenting, ECT will now further implement the concept and make the product available to the market. Shipping lines, forwarders and shippers who opt for the extended gate can count on a premium service for a fully reliable delivery of their cargo into the hinterland.

In the extended gate concept, containers are moved by train or barge to either one of ECT’s own inland terminals or an inland terminal of a partner directly upon arrival of the deep-sea vessel. That transport takes place under the responsibility and customs license of ECT. It is not until the hinterland that the customs formalities are dealt with.

Because the containers are already quite close to their final destination here, they are available to customers - often warehouses of large forwarders and shippers - super fast and in a highly reliable fashion. This makes it much easier to manage stocks. At the same time, shipping lines assure themselves of a faster turnaround of their container equipment.

With the extended gate, the service of ECT no longer ends at the gates of the deep-sea terminal. An extra element is added to the efficient handling of containers from vessel to quay and vice versa. ECT’s maritime actions are directly linked to the hinterland. This can significantly ease the pressure on the recipients there; it is not until the boxes are ‘just around the corner’ that they become their responsibility.

the stage where it also wants to create an extended gate with other inland terminals. Due to their strategic situation in relation to respectively the north and the south, agreements to this extent have been reached with the inland terminals of CTVrede - Steinweg in Amsterdam (see news item page 6) and CCT in Moerdijk (see feature page 16 - 17).

Conditions for Success For the extended gate concept to really offer customers added value, a number of prerequisites need to be met. The first one is smooth point - point connections. This has been perfectly arranged for both TCT Venlo (a rail shuttle four times a day), CTVrede - Steinweg and CCT (each with an own inland barge shuttle). In addition, the inland terminals must make sure that additional security measures are taken.

In the extended gate concept, they are treated by Customs as an extension of ECT’s deep-sea terminals. This brings with it high requirements in terms of security. Not in the last place, it is also essential that the different computer systems match up. In this way, fast and easy electronic data exchange is possible.

Various Cooperations TCT Venlo on the Dutch - German border was the first inland terminal of ECT to initiate a pilot with the extended gate in the autumn of 2007. The tests which were carried out there in cooperation with several shipping lines, forwarders and their customers were positive. All the parties now know what it takes to make the concept work. ECT has reached 14

Ready for Use All these conditions have been met. On top of the familiar ‘basic product’, ECT and the participating inland terminals are now ready to offer a premium service via the extended gate. Participants can be shipping lines, forwarders and shippers. The only prerequisite for them to participate is

um i m pre vice ser

Premium Service! that the volumes they bring to the table are sufficient for efficiently organizing the point-point transport. Any other wishes and requirements however are open to discussion and extended gate solutions can be geared specifically to the needs of each individual customer. The reliable service of the extended gate for example also guarantees that ECT will make sure that a container still reaches the hinterland on time by truck in the rare case that it misses its connecting train or inland barge in Rotterdam. After all, up to the hinterland ECT bears full responsibility for the transport.

Specific service level agreements will be separately established with each extended gate customer in a contract.

Logically, using the extended gate will involve additional costs. ECT after all will be performing more actions.

The primary motivation however is tying existing and new cargo flows to the own deep-sea terminals, the aim is not profit maximisation.

Cross-border A next phase in the implementation of the extended gate is that it will also be made available across the borders,

starting, of course, with the own ECT inland terminals of TCT Belgium and DeCeTe Duisburg. The main challenge in this respect is the organization of customs handling.

With one single European Union, this should not constitute a problem. Nevertheless, the customs licenses in the Netherlands, Belgium and Germany are still quite different.

Customs authorities in these countries however are positive towards the initiative - providing it remains possible for them to for example stop a container by means of a blockade.

The extended gate outside of the Netherlands is not yet reality, but the first steps in that direction have already been taken.

Growth Model As far as ECT is concerned, the introduction of extended gates in the hinterland is truly a growth model. The initial phase has deliberately been kept modest, but with container numbers continuously on the rise, the concept ultimately offers many links in the logistics chain the perfect opportunity to permanently organize their own hinterland transport in a reliable and ‘green’ manner.

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ECT recently signed an agreement to work closely together with the independent inland terminal CCT in Moerdijk. For ECT, CCT will eventually become an extended gate that relieves the pressure on its own terminals on the Maasvlakte. There are additional advantages: “Everything depends on reliability of delivery and on flexibility. And that’s what we have to offer.”

ECT and Inland Terminal CCT Moerdijk to intensify Cooperation

Extended Gate Moerdijk “The time is ripe.” Paul Ham, general manager business development at ECT, says the moment has come to significantly expand ECT’s network of inland terminals. “Our strategy is not only to offer our clients sufficient capacity at our deep-sea terminals, but also to optimise our service provision on the land side. Inland terminals at strategic locations in our immediate back garden are a critical component within that.”

Multimodal Solutions ECT already operates its own inland terminals in Venlo in the Netherlands, Germany’s Duisburg and Willebroek in Belgium. In addition it set up a cooperation with CTVrede - Steinweg in Amsterdam earlier this year. Now CCT in Moerdijk, south-west Netherlands has also been added to the fold. “To put it plainly,” says Ham, “it’s by far the easiest for ECT if trucks deliver and pick up containers at our gate.

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But as everybody knows the rapid growth of container flows is only going to increase traffic congestion on access roads. We realise - and fortunately we’re not alone in this that we have to start thinking more and more in terms of multimodal solutions such as inland terminals. The costs of an additional transhipment manoeuvre will soon be cancelled out by the costs caused by traffic jams. And that’s without even taking the benefits for truck drivers into account, or the environmental advantages. ‘How ‘green’ are you?’ is an increasingly urgent question for every company.”

“Aside from these considerations, inland terminals have a unique quality,” adds Luc Smits, managing director and co-owner of CCT Moerdijk. “Many customers in our region want just in time container delivery in order to deploy their warehouse staff as efficiently as possible. For that kind of reliable delivery it’s ideal to have an inland terminal in the immediate vicinity.”

Reducing Dwell Time Export containers can also be delivered up to CCT. “In virtual terms it means they are already on the sea-going vessel,” Ham explains. “The key is bundling containers to create a thick flow. We prefer to see that happening at hubs such as CCT rather than at our terminals on the Maasvlakte.

Therefore smaller inland shipping vessels can also start delivering their cargoes to Moerdijk. That obviates the need for these transporters to undertake an extra journey of four and a half hours to the Maasvlakte to - if I may put it bluntly - clog up the works there and put up with a long wait themselves.”

Smits adds: “We can deliver just in time to the deep-sea terminal stack. That way the dwell time of containers in the port is cut to a minimum. We at CCT already operate a daily push-barge shuttle to the Maasvlakte with a capacity of 190 TEU, for which we have a fixed handling window.

The preferable situation in the future will be that barge partner Danser Container Line operates a shuttle several times daily between CCT and the Maasvlakte with dedicated push-barges for the Delta Dedicated East, the Delta Dedicated West and the Delta Dedicated North Terminal. Reliable and with a high frequency - every push-barge can shuttle up and down twice daily.”

Ideal Hub

Paul Ham (l) and Luc Smits: “Located 70 kilometres from the Maasvlakte, CCT will develop into an extended gate of ECT.”

Extended Gate Located 70 kilometres from the Maasvlakte, CCT will develop into an extended gate of ECT. As such it will effectively function as an extension of the deep-sea terminal, explains Ham. Import containers destined for within the region will be transported immediately by barge to the trimodal terminal in Moerdijk, subject to the responsibility and customs permit of ECT. Once in Moerdijk, the customs formalities will be dealt with. After this, the containers will be moved to their final destination by road, rail or inland shipping. Smits: “Every container is an individual. On our relatively small terminal we are in a better position to sort out efficiently. As a result containers reach the client sooner and in practice there are fewer unnecessary container moves.”

In Moerdijk CCT has the use of 1650 metres of quay with a draught of nine metres, its own rail link and a 36 hectare site, of which 24 hectares is currently in operation. “At present we handle some 400,000 TEU annually; that can increase to 1.1 million TEU,” Smits predicts. “At the moment we principally deliver just in time to industries nearby in Moerdijk. In addition we’re seeing that an increasing number of shippers and transport companies from the south west are dropping their containers off with us. As soon as we’re an extended gate for ECT we’ll be able to serve a far wider region.” The seaport (!) of Moerdijk is situated in between the ports of Antwerp and Rotterdam, on the edge of a major European distribution region and with excellent connections to the motorways to Germany and northern France. That makes CCT an ideal hub location. “Everything depends on reliability of delivery and flexibility. And that’s what we are able to offer, due in part because we have ample capacity on our quays.”

Another advantage Smits points to is his terminal’s empty depot. “In a single visit of just thirty minutes drivers can drop off an empty and pick up a full container - and vice versa. That really cuts down on unnecessary traffic moves and unnecessary visits to empty depots in the sea port.

Nobody benefits from the ferrying of boxes full of fresh air.”

“One thing is blindingly obvious,” Ham concludes. “We in the container logistics sector have to develop a wholly different system; we have to learn to think in terms of different concepts. If we don’t do anything, and if we don’t all take part, then things will grind to a halt. We have to create flexibility for ourselves. And with CCT we have a good partner in the right place.”

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Zoom-Zoom!

The Streamlined Logistics of Mazda

“During our business hours, a container promptly arrives on the doorstep of our distribution centre every half an hour.�

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Throughout Europe, millions of Mazda’s inhabit the roads. In 2007 alone, the Japanese car manufacturer sold more than 325,000 vehicles here. All the spare parts and accessories which are necessary for that vast fleet of cars enter the European market through the distribution centre of Mazda Motor Logistics Europe in Willebroek, Belgium. Dirk De Maeyer of Mazda explains how his organisation manages to flawlessly supply more than 2000 dealers. The inland terminal of TCT Belgium plays an important role in this respect.

“Last year, we received 4200 containers (± 8400 TEU) with parts and accessories from overseas, mainly from Japan.

During our business hours, a container promptly arrives on the doorstep of our distribution centre every half an hour,” says Dirk De Maeyer, Group Manager In & Outbound Parts Supply & Logistics of Mazda. It is the nearby inland terminal of TCT Belgium which makes this possible. By order of Mazda, the subsidiary of ECT in Rotterdam transports the containers to the distribution centre one at a time. As a result, Mazda can always deploy its workforce in the best possible manner.

Almost Fully Inland Shipping However, before the containers actually arrive in Willebroek a lot has already taken place. First, the parts and accessories are ordered in Japan. The warehouse management system of Mazda Motor Logistics Europe automatically does this the moment a product is low in stock; rush orders are dealt with manually. Mazda in Japan then prepares the orders, loads the containers and sends these to Europe using various shipping lines. As the leading port in the Asia trade, most of the Mazda containers come ashore in Rotterdam. De Maeyer: “In all cases, the bill of lading however directly states TCT Belgium in Willebroek. It is not until they arrive here that the containers become our responsibility. We have made clear agreements though that the containers need to be at the inland terminal no later than four days after the vessel has arrived at the seaport.” For that inland route, the deepsea carriers pass on their transport orders to TCT Belgium, which in its turn organises the transport via its own daily barge shuttles to and from the deep-sea terminals. With the rare exception of containers which are selected for customs inspection, the hinterland transport between the seaports and the distribution centre of Mazda as such is almost fully carried out with inland barges. Trucks are only used to bridge the last kilometres from TCT Belgium to the warehouse.

Optimum Data Exchange Through Vegetra, the regular transport company of TCT Belgium, Mazda each day receives 16 to 22 containers, one every half an hour. The distribution centre itself controls the order of delivery. De Maeyer: “Our requests for delivery are based on the contents of the container. Should a specific part be in short supply, then we do all we can to get the container with that cargo first.”

Each day, TCT Belgium provides Mazda with an overview of the containers present at the inland terminal as well as the boxes which are en route aboard inland barges. On average, there are between 150 and 160 containers with spare parts and accessories awaiting delivery at TCT Belgium. Long before that, all information pertaining to the contents of these containers has already been sent from Japan via EDI to

the computer systems of Mazda Motor Logistics Europe.

As soon as a container is opened here, a scan of the barcode suffices to know exactly where in the warehouse the spare part in question belongs.

Delivery at Dealer Level In most of the 30 countries it serves, Mazda Motor Logistics Europe directly delivers to dealers. De Maeyer: “More than 2000 dealers can directly order from our computer system and also see the supplies we have in stock. This means they can exactly inform their customers about expected delivery times and such.” To achieve the best levels of customer satisfaction, no limits have been set as regards the orders of the dealers; in theory, each bolt can be ordered separately.

“At the distribution centre, we have fixed cut-off times per country on which we collect orders, pick and pack the parts and start the delivery transport.” All this transport has been farmed out. For each individual country, agreements have been made about the maximum transit time. “Needless to say we keep a close eye on this,” says De Maeyer. “The same by the way holds true for the performance of TCT Belgium.

Furthermore, our aim is to supply most of our dealers in Europe at night.”

De Maeyer is content with the current logistics process, although there of course is always room for improvement.

The number of Mazda’s on the roads of Europe is steadily growing. “With some delay, this also has its impact on spare parts and accessories. Compared to ten years ago, we now handle 240 percent more containers. This also means we constantly need a more inventive approach as regards turnaround times.”

Mazda Motor Logistics Europe Mazda Motor Logistics Europe was established in Belgium in 1968 and relocated to Willebroek in 1995. In addition to the 51,000 m² European Distribution Centre, the Willebroek branch functions as a back office (administration, IT, etc) for all the national sales organisations in Europe.

Mazda Motor Logistics Europe also manages its European vehicle logistics from here. Altogether, Mazda employs almost 440 staff in Willebroek.

Extended Gate?

In the near future, TCT Belgium has the ambition to operate as an extended gate of the ECT terminals in Rotterdam. Customs clearance will then no longer take place at the seaport but at the inland terminal. This means that the containers can be directly moved upon arrival in Rotterdam. All customs formalities will be handled near Mazda Motor Logistics Europe, because of which they can have the cargo at their disposal even sooner.

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The activities of Special Services will never be monotonous. Each assignment always constitutes a fresh challenge.

Special Services’ Tailor-Made Approach

Look First, Then Think and Finally Do This morning, the assignment of Special Services entails two large engines. One of them is aboard a coaster, the other aboard an inland barge; both vessels are moored alongside the quay of the ECT Delta Terminal. Today’s challenge is substantial. Motor one weighs 133 tonnes and is 9.89 metres long, 3.30 metres wide and 5.60 metres high. Motor two even weighs 215 tonnes and measures 12.05 by 4.45 by 5.75 metres (length/width/height). Both engines need to be put aboard the NYK Vega. Not a job for ECT’s own quay cranes, which are capable of lifting up to 60 tonnes. The shipping line in question has therefore brought in a floating sheerlegs crane with a maximum lifting capacity of 400 tonnes.

Terminal. At the back, the crane next secures itself in the water with its anchors while two steel cables are attached to the shore from the front of the crane. In this way, the floating sheerlegs crane becomes fully stable, with the crane hovering directly above the cargo which is to be discharged.

In the factory, a special lifting beam has already been attached to the engine so that it can easily be picked up during its trip. ECT’s Special Services employees put four nooses around this beam, after which the floating sheerlegs crane carefully lifts the engine from the hold at a straight angle, exact to the very last centimetre. Already quite an achievement with today’s fine weather, a formidable achievement in wind and rain.

Four Nooses First on the agenda is discharging the engine from the coaster. At 07.20 hours, the floating sheerlegs crane positions itself at a 90 degree angle to the hold of the ship which lies moored alongside the quay of the future Delta Barge Feeder 20

Proper Weight Division Once unfastened from the shore and with the anchors drawn, the floating sheerlegs crane with the engine in its sling (photo 1) makes its way to the NYK Vega which lies moored

1

2

3

4

Standardisation is one of the most important unique selling points of the container industry. However, there will always be cargo which the shipping lines very much want to take aboard their vessels but which does not fit into a 20 or 40 foot box. No matter how big or heavy, ECT’s Special Services department sees to it that this kind of cargo is skilfully loaded and discharged at the ECT terminals as well. Regardless of whether a trailer with elephants, a yacht or a locomotive is involved: no challenge is too big.

around the corner at the Delta Dedicated East Terminal.

In the hold of this deep-sea vessel, Special Services is in the meantime seeing to the preparations for taking aboard both engines. A proper weight division is important here. In the hold, five flats (container bottoms) are therefore put down, followed by beams, another five flats and then the beams on which the engines will rest. A meticulous chore (photo 2) as no captain would want this kind of cargo to start shifting.

Always a Different Challenge

Between Floating Sheerlegs Crane and Deep-sea Vessel

Special Services always directly receives its assignments from the shipping lines a couple of days before a project needs to be carried out. Based on the information provided, it is next decided how the project should be approached.

Can ECT’s own quay cranes be used or is a floating sheerlegs crane required due to the great weight of the cargo involved? And how many employees are needed? Needless to say all preparations are carefully geared to ECT’s everyday operations. The aim is to incorporate the Special Services activities in such a manner that regular discharging and loading operations suffer as little disruption as possible.

There are more factors that can come into play here. If a floating sheerlegs crane is necessary at the Delta Dedicated East or Dedicated West Terminal for example, then the movements of other vessels also need to be taken into account in terms of timing. No matter what, the activities of Special Services will never be monotonous. Each assignment always constitutes a fresh challenge.

Once at the NYK Vega, the floating sheerlegs crane executes the same procedure as at the coaster. At a 90 degree angle to the deep-sea vessel, the crane’s own position is first stabilised with anchors and steel cables after which the discharging can commence (photo 3). At exactly 09.40 hours, the engine is standing upright at its correct location in the hold. The nooses have been removed and it is time for the next engine. The same job in theory, but the fact that this engine is aboard an inland barge makes this part of the operation somewhat easier. In contrast to the coaster, the inland barge does fit between the floating sheerlegs crane and the deep-sea vessel (photo 4). Consequently, the floating sheerlegs crane does not need to sail back and forth and restabilise. Just one hour later, the second engine is therefore also right where it should be aboard the NYK Vega. At 10.40 hours, ECT’s Special Services employees are completely done.

The Special Services department is active at the ECT City Terminal, the ECT Delta Terminal and, since recently, also the Euromax Terminal. No matter where they operate, the motto is always the same: look first, then think and finally do. After all, the eleven permanent employees and six trainees face a different challenge every time, regardless of how much experience they may already have.

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Ready for the Night

ECT has extended the pilot it started in March for guaranteed truck handling at night until after summer. The scheme aimed at encouraging transporters to use the ECT Delta Terminal and ECT City Terminal during the quiet night hours is already bearing fruit. A port-wide night riding trial due to begin this autumn is aimed at generating a further boost.

“At the ECT Delta Terminal we now handle some 1200 to 1300 trucks per week at night (as of mid June, ed.).

Before we started our pilot in March it was around 700 to 800 per week.”

The figures quoted by ECT operations manager Maurice Ruygers Vaillant are proof that the night handling trial is well received. Set against the 19,000 to 20,000 trucks the ECT Delta Terminal handles per week, however, the numbers are still very modest.

Major Peaks Every day the ECT terminals battle with major peaks in truck arrivals in the periods 05:30 - 06:30 and 16:00 - 20:00.

These rush hours lead to heavy traffic both on the terminals themselves and on the approach roads, where trucks are also ‘competing’ with commuter traffic for much of that time. At other times during the day - and certainly overnight - it is much quieter, despite the fact that ECT also operates round the clock on the land side. Ruygers Vaillant: “If we can succeed in shifting fifteen percent of the truck handling that we now do between four and eight pm to the night, it will mean a big step forward. For all the parties involved it would generate major benefits.

Terminal handling will speed up, capacity utilisation will improve and throughput to and from the hinterland will go faster. At night trucks are not affected by road congestion.

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More night-time driving in addition contributes to decreasing the congestion in the port and on the ring road of Rotterdam during the daytime.

All in all, this results in lower CO2 emission levels which benefits the environment.”

Guaranteed Processing To tackle this ECT launched a pilot in March along with some 20 transporters for guaranteed night-time handling.

Pre-notified truck drivers reporting at the gates of the ECT Delta and ECT City Terminal are guaranteed a maximum visit time. Depending on the number of containers and land side interchange points that have to be visited, the stay time can vary between 45 and 75 minutes. If ECT fails to meet the specified target, transporters receive compensation that can run to 40 euros per visit. “So far we haven’t had a single claim. Since March every truck we’ve handled has been processed within the allotted time,” says Ruygers Vaillant.

That doesn’t just happen of its own accord. Both ECT and Customs have increased staffing at the gate and during breaks night-time operations carry on as usual, which they didn’t previously. The waiting times that this occasioned were another reason for drivers to avoid nights. Thanks to the pilot the transporters can now make watertight plans for their

onward transport and also avoid traffic congestion.

Good Point-to-point Connections “ECT is ready to cope with bigger night-time transport flows,” is Ruygers Vaillant’s careful conclusion after the first months of the pilot.

“This autumn a far more comprehensive, port-wide initiative for night riding will be launched. We will be playing a part in that too. Our own pilot was in part intended as a signal as well as to build up some experience.

Now it’s time to take the next steps.

Among other things, there need to be more good point-to-point connections.

Transporters like the fact that ECT is open at night, but out-of-hours access to the inland warehouses also need to be more flexible. Only within a true 24 hour-economy can the logistics chain continue to operate smoothly.”

Port-wide Night-Riding Trial starts in Autumn This autumn sees the start of a port-wide night riding trial. All the links in the logistics chain are represented in the project group: the port’s business community (Deltalinqs), shipping lines (VRC), forwarders (Fenex), shippers (EVO), transporters (TLN), the Rotterdam Port Authority, the Ministry of Transport and Waterways and ECT.

MY ROTTERDAM

NAME GRANT MACLACHLAN COMES FROM I HAVE A BRITISH PASSPORT, BUT AM IN FACT SOMEWHAT OF A NOMAD PROFESSION GENERAL MANAGER OF HAMBURG SÜD NEDERLAND SINCE 2003 AND SPECIFICALLY RESPONSIBLE FOR OPERATIONS, LOGISTICS, FINANCE AND IT LIVES IN THE HAGUE, THE RESIDENTIAL CITY 25 KM FROM ROTTERDAM

The global character of the container sector brings many foreign shipping company representatives to Rotterdam.

How do they experience living and working here?

‘To foreigners windmills mean Holland’

Days also come highly recommended; very well-organised and a perfect introduction to the port.

Favourite sporting event The football match Sparta - Ajax. We as Hamburg Süd have seats in the Sparta stadium, but I am a supporter of Ajax.

Best golf course No golf for me in the Netherlands. I flat-out refuse to apply for a license (GVB, ed), this is unEnglish. I’ll stick to riding my motorbike.

Typically Rotterdams I can agree with the expression ‘The money is made in Rotterdam, in The Hague they decide what to do with it and in Amsterdam they spend it’.

My favourite spot in Rotterdam The ‘Bernisse Molen’; this restaurant situated in an old windmill is just a couple of kilometres from the hustle and bustle of the port, but creates a strong feeling of decompression.

At Hamburg Süd, we often take foreign visitors here.

To them, a windmill symbolises Holland. Also important of course: the price-quality ratio of the food.

The main difference between Rotterdam and my hometown Since my early childhood, I have lived all over the world. Ultimately, The Hague has become what I call my hometown.

I lived there on earlier occasions and have now come back. The Hague is an international city with many expats.

This creates a special atmosphere which is quite different from the international character of the port city of Rotterdam.

Favourite neighbourhood The ‘Kop van Zuid’ in general and the Wilhelminapier in particular. In fifteen years’ time, this neighbourhood has been transformed from a no-go area to an inviting part of the city.

Favourite bar The outdoor terrace of Café Rotterdam on the Wilhelminapier on a fine summer’s day.

Must-see or must-do in Rotterdam If you have the opportunity, enjoy the city view from the 33rd floor of the World Port Centre on the Wilhelminapier. A good alternative is the Euromast. The annual World Port

Hard to get used to I consider it an advantage, but many foreigners need to get used to the fact that the Dutch are direct. Everyone is entitled to his or her opinion, also at the office.

One thing I will never get used to however are the high taxes.

What I miss in Rotterdam It is high time that the A4 motorway between Rotterdam and The Hague is constructed. They have already been talking about it for the last forty years.

My ‘secret’ tip Make sure you properly balance your work and private life.

I highly appreciate my free time. I can always be reached, but also try to enjoy the Netherlands with my family.

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LINK IN THE LOGISTICS CHAIN Edwin Kroon (37), The Netherlands, water clerk for the shipping line CMA-CGM.

“The water clerk is the extension of the captain in the port. We offer him a helping hand in the unfamiliar surroundings of the harbour.

Our focus is purely on the rendering of services.

I come aboard the moment the ship moors, even in the middle of the night. Prior to this, I will have already arranged the pilot, the tugs, the boatmen, potable water and the bunkers from the captain’s room of our shipping line office. From behind our computer, my two colleagues and I can follow the arrival of the vessel in real-time. A water clerk does not focus on cargo acquisition; he or she is there exclusively for the ship and her crew. I have already been doing this work with great pleasure since I graduated from the Shipping & Transport College ten years ago.”

The 9400-TEU CMA-CGM Fidelio has only just arrived at the quay of the ECT Delta Terminal when Edwin already boards the vessel and reports to captain Luc Massart. Information about stay times in port and bunkers is quickly

exchanged. Next, Edwin picks up the telephone to arrange a taxi for a crew member who needs to have his eye examined at the hospital. “We use special taxi drivers who stay with the sailor and offer assistance if necessary. They also take seamen to and from the nearby Amsterdam Airport Schiphol in the case of crew changes.

‘We smooth out all the bumps’ Our job has strongly changed over the last ten years though. Via e-mail and direct contact with the shipping line, the vessels now take care of many matters themselves, such as provisions.

We do keep track of the store list with provisions, medicines and drinks however. This we send to Customs. Furthermore, we smooth out all the bumps that may occur: damage reports, misunderstandings with service providers, etc.

And sometimes we take care of the shopping we know the way.”