ECT FastForward Issue 48

FAST FORWARD summer 2 0 1 0

ISSUE

48

EUROMAX TERMINAL STARTING TO REV UP Moerdijk Major Extended Gate ‘Super inland Terminal’ Officially Open

OVERSEAS NETWORKS

FAST FORWARD CONTENTS

Colophon Fast Forward, a business-to-business publication of ECT, appears three times a year. Please contact our

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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, Sue Greaves Photography Eric Bakker (unless stated otherwise) Layout Ontwerpwerk, The Hague External coordination and printing 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 two-thirds of all containers at the port of Rotterdam.

ECT operates three deep-sea terminals in Rotterdam: 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 2009, ECT handled around 6 million TEU. ECT is a member of the Hutchison Port Holdings (HPH) Group, a subsidiary of the multinational ­conglomerate Hutchison Whampoa Limited (HWL).

HPH is the world’s leading port investor, developer and operator with interests in 51 ports, spanning 25 countries throughout Asia, the Middle East, Africa, Europe, the Americas and Australia. HPH also owns a number of transportation-related service companies.

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In 2009, the HPH Group handled a combined throughput of 65.3 million TEU worldwide.

No rights can be derived from this publication.

10-11 P.O. Box 7385, 3000 HJ Rotterdam, the Netherlands T +31 (0) 181 278 278 E info@ect.nl | W www.ect.nl

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‘Super inland Terminal’ Officially Open The new barge terminal of TCT Venlo was officially opened on the 3rd of June 2010. The festive opening ceremony, which was attended by hundreds of guests, was performed by the Dutch Transport ­minister Camiel Eurlings.

Euromax Terminal Starting to Rev Up After about two years of intensive testing and finetuning, the Euromax Terminal is officially in operation since June 2010. General Manager François Bello discusses the achievements so far as well as the challenges which still lie ahead.

Moerdijk Major Extended Gate The inland port of Moerdijk some sixty kilometres southwest of Rotterdam’s Maasvlakte, constitutes an important Extended Gate of ECT. The formation of a joint venture with the existing partner CCT enables the Extended Gate to further expand its services as Moerdijk Container Terminal (MCT).

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COLUMN

Straight Through the Waves Overseas Networks Through close cooperation, ECT and the other terminals of HPH’s Northern Europe Division aim to offer customers attractive onward connections. CTG in Gdynia, Poland, ACT in the Dutch capital Amsterdam and CTF in Stockholm, Sweden, demonstrate what they are capable of in this edition of Fast Forward. “We can offer the market a real network concept.”

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News

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Teamwork rises to the Challenge

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Poland’s Gateway

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ACT Eager to prove Itself

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Springboard to Sweden

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Innovation through Collaboration

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Me and My Vessel

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Sustainable ECT

High peaks, deep lows... the fluctuations in the container industry are increasingly becoming more extreme. After the low point last year, our terminals are ­presently operating more than full swing. Compared to 2009, volumes are now up more than 25 percent. Who would have dared to predict this in early 2010? Betting on future handling volumes is apparently something which is best left to seasoned gamblers.

Needless to say that we are currently rallying all our people and resources to consistently handle the large influx of vessels and other modes of transport in the fastest possible way.

At the same time, we however cannot ignore the signals from customers that the current high wave could soon also subside again. The economic outlook still remains uncertain. Flexibility, creativity and adaptability are definitely indispensable skills for a modern, 21st-century terminal operator.

One thing is for sure: ECT always aims to offer customers optimum added value. It is for this very reason that we are working together with logistics partners to build a substantial hinterland network with Extended Gates and highly frequent rail and inland barge connections via our European Gateway Services. The deep-sea terminal after all is but one single link in often highly comprehensive supply chains. First and foremost, companies want to be assured that their cargo always reaches its final destination in a timely and cost-efficient manner. Through our European Gateway Services, we offer this possibility: fast, reliable, paperless and with a time-guarantee, if desired, and above all sustainable. The new inland barge terminal of TCT Venlo, our MCT joint venture in Moerdijk and the combined deep-sea terminal - Extended Gate of ACT in Amsterdam are recent examples of how we are moving forward.

The network which we present to our customers in addition to our deep-sea terminals is not limited to the landside. Using our growing role as a European feeder hub, we can also explicitly offer added value on the seaside. We do this in close cooperation with the other terminals of HPH in Northern Europe.

GTC in Gdynia (Poland) and CTF in Stockholm (Sweden) are featured in this edition of Fast Forward. As is the case with our Extended Gates on the mainland, we team up with them to provide customers with fast, reliable and sustainable onward connections.

Irrespective of whether the trend is up or down: ECT is sailing straight through the waves. In all respects, we endeavour to constantly offer our customers and logistics partners more and more added value.

Jan Westerhoud President of ECT 3

NEWS

ACT - ECT by Barge Amsterdam Container Terminals (ACT) now has a thrice-weekly, direct inland barge connection with the ECT Delta Terminal and the Euromax Terminal at Rotterdam’s Maasvlakte. The new, regularly scheduled, barge shuttle will call at ACT every Monday, Wednesday and Friday. On the way to Rotterdam, the 240-TEU inland barge of MegaBarging can upon request also call at empty depots situated along the water.

Customers who make use of the new inland waterway link between Rotterdam and Amsterdam can benefit from all the advantages of ECT’s Extended Gate concept and its European Gateway Services. They can directly link to ECT’s extensive network with highly frequent hinterland connections.

Through a modal shift of cargo from the road to inland shipping, a company will in addition realise a substantial reduction in its carbon footprint.

For more information on the services of ACT see pages 14-15.

More Room to Manoeuvre In early 2011, the Port of Rotterdam Authority will make a start with the preparations for the widening of the Amazonehaven at the Maasvlakte from 255 to 305 metres. The ECT Delta Dedicated East Terminal and the ECT Delta Dedicated West Terminal, which are situated on this port basin, will consequently be able to effortlessly handle even larger deep-sea vessels in all circumstances in the future. To make this possible, ECT’s neighbour across the basin - the EMO dry bulk terminal - will relocate part of its activities to another location in the port.

The space which thus becomes available will be excavated to create the extra room for container vessels to manoeuvre.

Easier Exports via Rotterdam Through the introduction of the Export Control System (ECS), Customs in Europe is now always able to verify whether cargo actually leaves the European Union. ECS was also fully implemented in the Netherlands in early 2010. In the port of Rotterdam, this means two additional customs obligations for respectively terminals and shipping lines.

Via the Port Community System of Portbase, a convenient, port-wide tool has been developed to this extent. These so-called ECS services in addition hold extra advantages for the exporter or forwarder.

The ECS services request exporters/forwarders to submit five basic pieces of information about their export cargo to the Port Community System. Using this information, the terminals and shipping lines are next able to efficiently comply with their ECS obligations. Operations Manager Jan Molenaar of ECT: “By sending us the necessary information beforehand via the ECS services of Portbase, we as ECT can adequately 4

­anticipate the arrival of all export containers, notify Customs in a timely fashion and therefore continuously offer our customers an optimal service.”

But there is more. Via the ECS services, participating forwarders and exporters can monitor the progress of their containers in the port online: from the arrival at the ­terminal to the departure by sea-going ­vessel. Any customs inspections also become immediately visible in the ECS services, as does the release following the inspection.

This means that the exporter/forwarder can directly intervene if necessary. The port-wide ECS services in addition ensure that the exporter/forwarder directly receives the confirmation of exit from Customs after the sea-going vessel has departed. This serves as proof that the container has actually left the European Union and prevents difficult questions afterwards or, worse, additional VAT claims.

Participation in the ECS services is free of charge for exporters and forwarders.

The port community takes care of all the costs. The only thing the exporter/forwarder needs to do to benefit is submit the aforementioned five pieces of information about his export cargo.

More information on the ECS services, including a highly informative demo, is available at www.exportcontrolsystem.eu.

NEWS

Europe’s Best Readers of the leading Cargonews Asia magazine have for the fifth consecutive year elected ECT as the best container terminal in Europe. Winning this prestigious Asian Freight & Supply Chain Award is a confirmation of ECT’s prominent role as a logistics hub in the transport of containers between the Far East and Asia. ECT President Jan Westerhoud: “Five times in a row is quite an achievement. Especially following the economic crisis which hit our industry over the past period and the uncertain market developments, this is a clear signal that ECT continues to perform well. As far as I am concerned, the award therefore goes to all our employees. They have done their utmost to successfully guide ECT through these difficult times.”

Shore Tension Ready for Practice The Shore Tension, the revolutionary mooring system of the Royal Boatmen’s Association Eendracht, is ready to be used in practice. In early June, the boatmen from Rotterdam presented their even simple as brilliant invention to a wide audience at the ECT Delta Terminal. The use of the cylindrical device ensures that a vessel remains anchored to the quay as a solid block under all circumstances. The danger of hawsers breaking due to strong winds is a thing of the past.

The Shore Tension does this by applying constant pressure on the hawsers from the quay without using hardly any energy. Only a couple of minutes of power is needed to put the right tension on the hawser. After that, the hydraulic cylinder of the Shore Tension automatically moves along with the forces which it is subjected to.

The Shore Tension has a load factor up to 60 tonnes. Four devices suffice to firmly moor any large container vessel to the quay. Besides the safety aspect, ECT also sees operational benefits.

Supervisor Ron Westerhoud of the ECT Delta Dedicated North Terminal: “The traditional method of fastening hawsers to a bollard always holds a certain degree of slack, but the Shore Tension prevents this. As a result our quay cranes can work better, damages are prevented and the operations can continue longer.” Because the Shore Tension allows shorter hawsers to be used, the system in addition saves quay space. “Per ship, the difference can be about 40 metres.

Combined, this could give us just the necessary space to moor an additional vessel along our quay.”

More information: www.shoretension.com

Top Level R&D The Dutch Institute for Advanced Logistics (Dinalog) has recently officially opened his doors. Dinalog has big ambitions. The new top institute is established to unroll a ­comprehensive research and development program for logistics and supply chain management. Through innovation, in 2020 the Netherlands is set to be the European market leader in the controlling of goods flows passing through one or more European countries. The contribution of the logistics sector on the Dutch gross domestic product should grow from three billion euro in 2007 to more than 10 billion euro in 2020.

To attain this, Dinalog will act as the physical and virtual meeting place for the worlds of research and industry. What’s more, the institute will organise post-experience education.

Five projects in which universities and the private sector will work together have already been started. ECT is a contributor to the ULTIMATE project, which focuses on the development of new concepts for the design and operations of multimodal hinterland networks. ECT is also involved in the institute through its Director of Marketing & Sales Wando Boevé, who is a member of the Dinalog’s Executive Board.

More information: www.dinalog.nl.

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NEWS

High-frequency Rail Connection Since April 2010, ACTS Railways is the new traction supplier for efficient rail transport between the ECT terminals in Rotterdam and TCT Venlo on the Dutch - German ­border. The trains pulled by ACTS Railways currently connect the inland ­terminal with the ECT Delta Terminal seventeen times a week and with the Euromax Terminal five times a week. With this, the wagon capacity of each train has been increased by ten percent.

The Rotterdam - Venlo rail connection is an indispensable part of the European Gateway Services of ECT, in which TCT Venlo functions

as a prominent Extended Gate in an ideal location: the Venlo region is the No. 1 logistics hotspot of the Netherlands and only a stone’s throw away from the German Ruhr area. Through ECT’s European Gateway Services, customers can benefit from fast, convenient and sustainable transport of their containers to and from this hinterland.

In terms of import cargo, customers do not need to deal with customs formalities until the boxes are there. ECT takes care of the transport between Rotterdam and Venlo, paperless and with a predetermined time guarantee if so desired.

Influx of Mega Carriers

Following the maiden call of the 10,000-TEU-large Hanjin Korea at the Euromax Terminal (see page 23) on the 30th of July 2010, Rotterdam expects to welcome 30 more new mega carriers with a capacity of 10,000 to 15,000 TEU to the port this year. This influx is partly thanks to the fact that Rotterdam and ECT distinguish themselves in Europe by means of their great water depth and the location of the deepsea terminals almost directly on the North Sea. As a result, mega carriers can call at the port 24/7 without limitations. The Port Authority anticipates the hundredth call of a mega carrier in 2010 to take place at the end of September.

Know Your Carbon Footprint Sustainability is becoming an increasingly more important issue throughout the entire supply chain. Two recent initiatives in this area are the carbon calculators which ­shipping lines Hanjin and OOCL have ­developed independently from one another.

You can find them on their websites: www.hanjin.com and www.oocl.com.

OOCL’s carbon calculator is also available for use on mobile systems and smart phones. With both calculators, companies can easily measure the total carbon footprint of their supply chains from origin to destination.

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‘Super Inland Terminal’ Officially Open The new barge terminal of TCT Venlo was officially opened on the 3rd of June 2010. ECT’s inland ­terminal on the Dutch-German border can now truly be considered trimodal, offering customers a choice of transport by rail, barge and road.

The festive opening ceremony, which was attended by hundreds of guests, was performed by the Dutch Transport minister Camiel Eurlings.

According to an enthusiastic minister Eurlings, the new barge terminal disproves the quote by the famous English author Rudyard Kipling: ‘Oh, East is East and West is West, and never the twain shall meet’. “The flow of containers between Rotterdam and Venlo will now run smoother than ever before. You have constructed a super inland terminal here which can accommodate more than 200,000 TEU.”

Part of a Philosophy The new barge terminal fits in perfectly with ECT’s strategy to offer customers a strong hinterland network with Extended Gates and accompanying European Gateway Services.

Jan Westerhoud: “Our deep-sea terminals in Rotterdam ­handle 80,000 to 90,000 containers each week. This is only possible if the hinterland is optimally accessible.

The investment in the barge terminal in Venlo therefore constitutes more than just a crane and a plot of land; it is part of our philosophy. As many containers as possible must be moved onward by rail and inland shipping. The barge terminal enables us to provide customers with a new and sustainable alternative for transporting their cargo between mainport Rotterdam and one of Europe’s most dynamic regions, situated a stone’s throw from the German Ruhr area.”

A thrice-weekly inland barge service currently ­connects Rotterdam with the new barge terminal. Expectations are that this frequency will soon be raised. In addition, a scheduled inland barge service to Antwerp has also been launched from TCT Venlo.

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Teamwork rises to the Challenge

Situated almost directly on the North Sea, the Euromax Terminal numbers 1500 metres of quayside and has a draught of 16.80 metres in berth. A further deepening to -19.80 metres can easily be realised in the eventuality of even bigger ­vessels being developed in the future. As it is, the largest container vessels now in existence can be accommodated fully loaded and without restrictions alongside the quay 24/7. Here twelve deep-sea cranes each have a reach of 23 containers wide. In addition the Euromax Terminal is equipped with four special barge-feeder cranes. All the deep-sea cranes are suited to twin-lifting (loading or discharging two 20-foot containers at a time) and are equipped with a semi-automatic operating system. That means that the crane driver can concentrate fully on moving containers on and off board the deep-sea vessel. The rest of the crane cycle to and fro between the ship, the stacker platform and the Automated Guided Vehicles (AGV) is managed

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automatically by the terminal system. The quay cranes’ stacker platforms, situated some sixteen metres above the ground, are both fitted with two tables for containers. To further shorten the main crane cycle - and thereby boost speed and efficiency - a fully automated second trolley takes care of shifting the container between the stacker platform and AGV. Thanks to a dual lane, these AGVs can position themselves side by side behind the crane, thus ensuring that the flow of containers to and from the stack is always optimal.

Advanced Stack In total 92 diesel-electric AGVs transport the deep-sea, feeder and inland shipping containers along the shortest routes between quay and stack. Each AGV is able to carry two 20-feet containers simultaneously (twin carrying).

In the stack the Euromax Terminal boasts 29 stacking lanes,

After a run-up period, the performance of the Euromax Terminal of ECT and CKYH - the Green Alliance is steadily improving. Throughout the entire chain, from the arrival of the deep-sea vessel on the sea side to the departure of the container on the landside (and vice versa), people, equipment and systems are increasingly becoming better attuned to one another.

each equipped with two Automated Rail Mounted Gantry cranes (ARMGs). These ensure that both the sea side and the landside can be served at the same time. Each stacking lane measures ten containers wide and 36 containers (TEU) long. Containers are stacked five high. In addition the stack also has almost 2000 reefer connection points.

Trucks and Trains On the landside each stacking lane numbers two truck berths.

A one-stop processing concept ensures that well-prepared truck drivers do not need to dismount from their cabs between the entrance to the terminal and the stack ­provided, of course, that they have a Cargo Card for identification and that the container delivery or pick-up has been electronically pre-notified. Trains are handled on Euromax’s on-dock rail terminal directly behind the stack, which has six rail tracks of 750 metres long and two rail cranes.

From the terminal the trains have a direct link to the Betuwe­ route, the freight-only dedicated rail link to Germany.

Sustainability First The Euromax is above all a sustainable terminal. The AGVs on the terminal are diesel-electric powered instead of dieselhydraulic, as in earlier generations. This saves fuel and cuts down on carbon emissions. Because the terminal is almost fully automated, it’s also possible to conserve light and thus electricity. Electricity, by the way, that’s completely ‘green’. However, the most important sustainability feature undoubtedly is that the Euromax Terminal has been designed for intermodal transport. As many containers as possible travel in a sustainable way by rail, barge and feeder to and from the hinterland.

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“A properly functioning terminal is a complex and intricate interplay between people, equipment and systems.”

“In June 2008, we started out with one single deep-sea call a week. Now, some two years later, we handle four deep-sea calls, almost 50 feeders and more than 150 inland barges a week, all servicing our partner CKYH - the Green Alliance.

Soon, we will start phasing in their fifth deep-sea service between Northern Europe and the Far East as well.”

For François Bello, this is the easiest way to demonstrate the ongoing positive development of the terminal. “The concept was carefully thought out beforehand, but what really matters is of course that everything actually works in ­practice. A terminal is like a diesel engine: it first needs to warm up and it takes some time before it really accelerates.”

By now, the Euromax Terminal however is up and running to such an extent that it has been officially operational since the 1st of June 2010. The project organisation which oversaw the construction has definitely transferred the ­terminal to the daily organisation.

Towards a Continuous Flow Needless to say that the expectations were high during the official opening on the 5th of September 2008. Some optimists envisioned that the Euromax Terminal would immediately start performing full-swing. Not really realistic, as Bello explains. “On paper, a terminal development process is pretty straightforward. In practice, things however are more ­complicated. A properly functioning terminal is a complex and intricate interplay between people, equipment and systems. This requires rigid and disciplined testing and fine-tuning. The essence is to achieve a continuous, ­disruption-free workflow. Each subsequent deep-sea service which you phase in at the terminal constitutes a new ­challenge in that respect. Properly processing new volumes and restoring balance to the terminal again takes time.”

The terminal operating system was also built up step by 10

Euromax Terminal Starting to Rev Up After about two years of intensive testing and fine-tuning, the Euromax Terminal is officially in operation since June 2010. General Manager François Bello discusses the achievements so far as well as the challenges which still lie ahead.

“Commissioning the terminal was an intensive process, but by now we are handling substantial volumes with our team.”

step. “When we started in 2008, our terminal operating system offered the basic functional requirements. By now, various updates and three software releases later, we have all the functionalities at our disposal to properly operate the terminal.” With that, Bello among other things refers to the semi-automated quay cranes, the second trolley and the dual lanes for Automated Guided Vehicles (see article page 8 - 9). “The general rule here is: ‘focus on a consistent performance and not on a single success’. The new functionalities must prove their effectiveness in daily practice through a high average berth productivity with a low deviation.”

remains that as long as truck drivers each plan their own individual visits, there will be peaks. On Monday mornings between 04.00 hours and 07.30 hours, for example, it’s always rush hour here.”

The own rail terminal with six tracks is also functioning satisfactory. “A growing number of hinterland-bound rail shuttles are choosing the Euromax as their departure point.

We expect this to further go up in line with increasing ­container volumes.”

‘We invest a lot of time in training our staff’

Continuous Improvement Team To further improve its performance, the Euromax Terminal employs a dedicated Continuous Improvement Team of specialists who have been freed up especially for this purpose and work intensively together. Bello: “Their activities ­structurally cover the terminal in all its facets.” The Euromax Terminal wants to at least continue with the Continuous Improvement Team for the coming years. “It’s a good way to embed the improvement process in our organisation; in this way it becomes an integrated part of our daily ­operations.” Success to a great extent of course also depends on a good and well-trained workforce. “We invest a lot of time in this, among other things through training.

We permanently have five instructors at the terminal.”

Growing Partnership In all this, Bello praises the partnership with CKYH - the Green Alliance of Cosco, “K” Line, Yang Ming and Hanjin for which the terminal has been constructed. “The transparency created by extensive open communication between the Euromax organisation and the CKYH shipping lines ensures an effective and efficient cooperation aimed at a successful joint future.”

Next Challenges One-Stop Processing The continuously improving performance of the Euromax Terminal has also become manifest on the landside. In early 2009, road hauliers were quite critical of the slow handling.

This issue has by now been fully resolved. Bello: “Through one-stop processing, the terminal has been designed to service truckers as quickly as possible. The fact however

“The past two years have simply flown by,” concludes François Bello. “Taking the terminal into operation was quite an intensive process for us.” In the new, fully-operational setting, there will also be plenty of challenges. From September 2010 onwards, the fifth deep-sea service of CKYH will be relocated from the ECT Delta Terminal to the Euromax.

“This means more steps forward are just around the corner.”

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Poland’s Gateway Since becoming operational in 2006, Gdynia Container Terminal (GCT) has rapidly developed into one of Poland’s leading gateways. What’s more, the feeder terminal boasts plenty of room for further growth. Through cooperation with ECT in Rotterdam, which just like GCT is part of the HPH Northern Europe Division, customers can stand to benefit from additional favourable synergies.

The President of GCT, Jerzy Czartowski, has already been active in the port of Gdynia since 1970. Between 1991 and 2000, he headed the Port Authority. “After that, I decided I wanted to work for a private company. I promised the owner of the local shipyard that I would realise a new ­container terminal at his site. In 2005, I found an investor in Hutchison Port Holdings (HPH) and we started the ­construction.

GCT welcomed the first container vessel in March 2006.”

Growth It soon became apparent that GCT was meeting a market need. In 2008, the terminal already handled 167,000 TEU. After the inevitable dip due to the global economic crisis in 2009, volumes have started to climb again this year with an increase in handling of almost 30 percent in the first six months of 2010. Finance Director Jan Jarmakowski: “This year, we expect to handle some 200,000 TEU.” GCT’s catchment area is the whole of Poland, a country with 38 million inhabitants and the only EU member state which saw ­economic growth in 2009.

‘We can offer the market a real network concept’

Hands-on Approach “Of course, everyone in the container business is of the opinion that they are very customer-oriented, but in our case it’s actually true,” continues Commercial Director Dariusz Grzegorkiewicz. “We emphatically pursue a hands-on approach. Our president Jerzy Czartowski is open to any questions customers may have, not just marketing-wise but also in terms of operations. What also makes us stand out is the fact that we were able to build the terminal step by step from scratch; we are not a refurbished general cargo terminal with all the limitations this holds or a large costly greenfield development hungry for sky-high margins from customers.”

Preferred Terminal Modern Reliable Container Terminal In Poland, GCT faces competition from one other container terminal in Gdynia itself and two terminals in the nearby port of Gdansk. Czartowski: “However, only some fifty percent of the sea-borne cargo reaches Poland by sea; the remainder is moved by rail or road, mainly to and from Hamburg. Our challenge is to also win cargo there. We still need to raise awareness, especially in the Far East - Europe trade, of the fact that Poland boasts modern, reliable ­container terminals.

We are working hard to change the ingrained habits of potential customers. Poland is definitely not just an import destination in that respect; the exports are substantial as well.”

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Unlike other terminals in the region which often have one large dominating shipping line as their customer, GCT is explicitly a multi-user terminal. GCT currently has ten to fourteen calls per week from five different shipping lines: both shortsea (Gdynia - Hull twice a week) and feeder, the main destinations being Hamburg, Bremerhaven, Zeebrugge and Rotterdam. Team Lines, Unifeeder and Mann Lines directly call at the ECT terminals in Rotterdam.

Grzegorkiewicz: “In 2006, we started with one single ­customer. Now, we have become the preferred terminal for more than ten deep-sea shipping lines, with CMA CGM and Hapag-Lloyd being our biggest customers. But at least ten

Synergy in HPH Network The fact that GCT is part of HPH’s Northern Europe Division offers clear benefits for customers, especially in light of the growing importance of Rotterdam and ECT as a feeder hub for the whole of Northern Europe, including Poland.

Czartowski: “By working together with ECT, we can create important added value and synergy for our customers, for example by ensuring an optimum handling of feeders through mutual agreements on berthing windows. We are also working on a one-stop-shop in terms of information for our Polish customers who want to know the status of their cargo in Rotterdam. We have access to this data which may prove highly valuable in terms of their planning.

What’s more, we are also contemplating how the Extended Gate concept which ECT uses for its inland terminals could possibly be implemented at a feeder port such as Gdynia as well. What matters here is that we successfully manage to create added value for our customers. ECT and GCT belong to the same Group. We can offer the market a real network concept.”

Photo Felipe Morales Letelier

Photo GTC

other deep-sea shipping lines also move containers through our terminal. This of course always takes place in consultation with the more than 400 forwarders which are our customers on the landside and which, unlike the situation in ports in many other countries, pay for our terminal services here as well.”

Dariusz Grzegorkiewicz (l), Jerzy Czartowski (m) and Jan Jarmakowski.

Ample Room for Expansion GCT’s 18.6-hectare-site offers ample room for expansion.

Jarmakowski: “Our present terminal capacity is 250,000 TEU and this can still be expanded to about 500,000 TEU on our own land.” Plans are also under development to enlarge the current quay (450 metres in length with three quay cranes and a water depth along the quay of 11 metres) by 170 metres with a water depth of 13.5 metres. “We want to stay one step ahead of the market,” clarifies Grzegorkiewicz.

“Depending on the needs of our customers, we will further expand the terminal. This enables us to always operate cost-effectively. Furthermore, we are directly connected to the rapidly expanding Polish highway system. We also have an own rail connection. Ten percent of all containers are now already being moved by train compared to four percent when we first started.”

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Pieter Oudejans (l) and Peter Verschoor: creating a solid basis for a continuous, reliable and cost-effective service in line with market demand.

“In essence, this is truly a fantastic terminal,” says Pieter Oudejans, Managing Director of ACT. “And I should know; I have seen my share of terminals in the course of my career.”

Together with General Manager Peter Verschoor, Oudejans heads a highly motivated team which is eager to prove to shipping lines that the terminal has unjustifiably been ignored up till now. Opened in 2005 as Ceres Paragon, the initial terminal set-up was grand, with one novelty being an intended berth where deep-sea vessels can be handled from both sides at the same time. “Perhaps the ambitions

Experienced Managers embark on New Challenge As the linchpin in the HPH network in Northern Europe, ECT has lent out two of its most experienced managers to ACT to give the container terminal in the Dutch capital a positive boost. Throughout his career, ACT’s Managing Director Pieter Oudejans has helped to set up several container terminals such as the Delta/Sea-Land Terminal (the world’s first automated terminal), the JICT Terminal in Indonesia and, most recently, the Euromax Terminal.

Peter Verschoor, General Manager of ACT, has made his mark in the hinterland, especially as regards the successful development of the TCT Venlo inland ­terminal on the Dutch - German border into an Extended Gate.

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were too high,” philosophise Oudejans and Verschoor. More than enough reason anyway for the new management to opt for a more realistic approach with a reduction in the number of deep-sea cranes (originally nine) and other equipment. The terminal for example has recently sold off some of its original 38 straddle carriers.

In this way, ACT is creating a more solid basis for a ­continuous, reliable and cost-effective service in line with market demand. Oudejans: “We can guarantee shipping lines a good and flexible product at very competitive tariffs, with a guaranteed berth and outstanding access to Europe.

The latter is partially thanks to the fact that we can make use of ECT’s comprehensive network with highly frequent hinterland connections, including a dedicated inland barge shuttle between Amsterdam and Rotterdam.”

‘Proving Ourselves’ The reality is that at this point in time, not a single deep-sea shipping line calls at ACT. “We are eager to prove our worth,” says Oudejans. “Like I said before: the terminal set-up is really quite smart. Recently, a Hapag-Lloyd vessel called here to take empty containers on board. With 38 containers per crane per hour, we did a good job.” All of the terminal’s current efforts are consequently geared to further convincing

ACT Eager to prove Itself Under the name of Amsterdam Container Terminals (ACT), the former Ceres Paragon Terminal in Amsterdam has embarked on a new future this year. As part of the Northern Europe Division of Hutchison Port Holdings (HPH), ACT is profiling itself as both a deep-sea terminal and an Extended Gate of ECT for the central and northern part of the Netherlands. “We want to prove our worth.”

A ‘green’ solution which in addition is advantageous for all parties involved in terms of efficiency and costs,” says Verschoor. “If required, we can also deploy a train. After all, we have our own rail terminal here at ACT.”

Minimising Carbon Footprint

shipping lines. “In that, we also get a lot of support from the Port of Amsterdam.” Oudejans in addition considers ACT an excellent overflow terminal for ECT in Rotterdam. “If it is very busy there, we constitute an attractive alternative for the efficient handling of ships.”

Open to All Sorts of Activities In anticipation of structural deep-sea customers, ACT is in the meantime developing all sorts of other activities.

For example, all the parts for the construction of a new Vopak tank terminal right next door are being handled by ACT, which is also in the market for several other projects of this kind. Verschoor: “We don’t feel too big for anything, anyone is welcome. Recently, Cirque du Soleil for example passed through our terminal.”

Extended Gate!

A second structural activity for ACT has to be its role as an Extended Gate of ECT. Shippers, forwarders, transporters and inland terminals in the central and northern part of the Netherlands can easily pick up and deliver their boxes at ACT instead of 115 kilometres down the road in Rotterdam.

“From ACT, an inland barge maintains a daily connection with the ECT deep-sea terminals at Rotterdam’s Maasvlakte.

The Extended Gate of ACT offers customers all the benefits of ECT’s European Gateway Services and network: quick and direct intermodal transportation from the ECT terminals to ACT, after which the customs clearance can take place here.

If so desired, the container transport between Rotterdam and Amsterdam can also be done paperless and in conformity with a predetermined time guarantee. Verschoor: “Transport between Rotterdam and Amsterdam is currently still dominated by trucks. With companies increasingly focusing on minimising their carbon footprint, making use of the ACT Extended Gate offers true added value in this respect as well.”

‘We don’t feel too big for anything, anyone is welcome’ Ideal Empty Depot As part of the ECT network with its high-frequency hinterland connections, the terminal in Amsterdam is also an ideal empty depot for the efficient repositioning of containers.

MCS is already a customer to this extent and ACT aims to further expand that role to other shipping lines.

Slowly but surely, Verschoor is noticing more interest from the market in the Extended Gate concept and everything that is associated with it. For example, Kuehne + Nagel recently shifted a consignment of cargo from the road to ACT. “Initially, companies are of course cautious. They first want to see whether we can deliver. Well, we have already ­demonstrated elsewhere that this is the case. And we will demonstrate the same here as well.”

15

Springboard to Sweden Headed by Managing Director Martin Allison, the Container Terminal Fridhamnen (CTF) in Stockholm is increasingly positioning itself as the feeder port for the east coast of Sweden. The construction of a completely new container terminal 60 kilometres south of the Swedish capital can further strengthen that role. The plans to this extent are already in an advanced stage.

Since it became part of the Northern Europe Division of Hutchison Port Holdings (HPH) in December 2008, CTF has been emphatically profiling itself as the feeder port for the greater Stockholm region, Sweden’s leading consumer area which is home to approximately three million people. The cooperation with ECT in Rotterdam as the first port of call for the majority of the Far East - Europe services constitutes an important plus in that respect. Two separate shipping lines (Unifeeder, SCA Transforest) currently offer a direct link between CTF in the Stockholm Free Port and Rotterdam (also see box) while a third shipping line (Team Lines) operates a service between CTF and Hamburg/ Bremerhaven. Hailing from HPH in Felixstowe, UK, Allison has been stationed in Stockholm for 1.5 years. What he sees is a highly efficient, 10-hectare terminal near the city centre with an accompanying flexible workforce. “With approx.

30,000 TEU, our throughput in 2009 was relatively modest.

However, in four years or so we want to almost triple

16

High Productivity With two ship-to-shore cranes along the 220-metre-long quay, CTF offers customers a high productivity. “We can guarantee the shipping lines 30 moves per crane per hour.

With that, we can handle vessels faster than any other ­container terminal in Sweden,” says Allison.

The containers are mainly moved to and from the hinterland by truck; on average, a driver only spends six minutes at the terminal. In addition, CTF has an own rail connection, offering daily services to the main Swedish inland rail ­terminals.” Furthermore, third party companies provide any other facility or service which customers might require - such as container repair and stuffing & stripping at the terminal’s on-site warehouse.

Photo CTF

Container Terminal Fridhamnen

the volumes at this location. To achieve this objective, the number of vessel calls will need to be increased to at least four a week: we need vessel frequency.”

Extended Water Service In order to generate more volumes, CTF in many cases cooperates with ECT. Allison: “In the joint consultations which we have with customers, we often position CTF as an extended waterborne service from Rotterdam almost in the same way as the Extended Gates of ECT on the mainland.” The Managing Director is convinced that having ­control at both ends results in a better end product for the customer, with fast and reliable transit times at lower cost.

Traditionally, a lot of cargo for east Sweden has always been conveyed via Gothenburg on the west coast. “That is also something which we are trying to change. Containers which arrive there need to be further transported by train or truck over land. As an alternative to this, we can offer a complete water-based, environment-friendly route. There is also a clear cost advantage. For example, Rotterdam Stockholm directly is around 100 Euros less per box than the route via Gothenburg.”

New Terminal

This summer, SCA Transforest launched a new container service between the ECT terminals and its own SCA Interforest Terminal in Rotterdam on the one hand and the east coast of Sweden on the other.

CTF in Stockholm is one of the three terminals which the service calls at, with a lead time from Rotterdam of only three days. “Rotterdam is the hub of European and global cargo flows. By deploying effective services to and from Rotterdam, we can provide a competitive transport alternative for both inbound and outbound goods,” says Nils-Johan Haraldsson, Marketing Manager at SCA Transforest.

years we expect feeder vessels in the ScanBaltic to grow increasingly larger. Bearing that in mind, the current CTF terminal with its water depth of 9.5 metres has obvious limitations.”

Phase 1 - 2014 “Our ambition is to have the first phase of the Container Terminal Nynäshamn (CTN) up and running in 2014.

The design and requirement plans are ready, but the actual start of the construction depends on legal procedures, ­particularly as regards environmental permits.” Allison is optimistic about that. “In phase 1, CTN will have a capacity of approx. 100,000 TEU. Phase 2 has been planned around 2020, adding a further 100,000 TEU of capacity; after this, a third phase comprising another 200,000 TEU is possible and will be introduced based on demand. Once completed, CTN will cover approx. 30 hectares of land and have a quay length of 800 metres.”

Photo Felipe Morales Letelier

Photo CTF

The operation of CTF by HPH is part of a broader set of agreements with the Ports of Stockholm as regards the design, development and exploitation of a new container terminal in Nynäshamn, 60 kilometres south of the Swedish capital. “The moment this new terminal is operational, we will shift all of CTF’s volumes to it,” says Allison. “The current location will then be closed. The City of Stockholm wants to use this area for urban development in the future.”

One of the main advantages of Nynäshamn will be its ­optimal accessibility. Ships bound for CTF at present need to take a pilot on board over a distance of about 40 nautical miles in order to safely navigate the expansive Stockholm archipelago. At the future site, pilotage is only required for two nautical miles. The depth of the new terminal has in addition been planned at 16.5 metres. Allison: “In the coming

New Container Service Rotterdam - Stockholm

“Rotterdam - Stockholm directly is around 100 Euros less

artist impression Container Terminal Nynäshamn

per box than the route via Gothenburg.”

17

Through New Joint Venture MCT:

Moerdijk Major Extended Gate The inland port of Moerdijk some sixty kilo­ metres southwest of Rotterdam’s Maasvlakte, constitutes an important Extended Gate of ECT. The formation of a joint venture with the ­existing partner CCT enables the Extended Gate to further expand its services as Moerdijk Container Terminal (MCT).

“The customer gives us the order and we see to it that his containers are quickly and directly moved from the deepsea terminal to the hinterland by inland barge or train.”

Paul Ham, General Manager Business Development at ECT, concisely summarises the Extended Gate concept of the terminal operator. “In that respect, it doesn’t matter which customs license someone has or that the transport needs to take place under our license. We will take care of it, paperless and with a time guarantee if so desired. Once in the hinterland, the customer can deal with the customs formalities surrounding the goods and then efficiently ­further distribute his cargo.”

Important Role MCT With the formation of the MCT joint venture, the inland port of Moerdijk is poised to play an even more substantial role in this hinterland network. The already existing cooperation between ECT and the inland terminal operator CCT was formalised in May 2010 via the new company. Luc Smits (CCT) and Wilgert Willems (ECT) are in charge of the daily management. MCT however is more than just an Extended Gate for ECT. “MCT is and will continue to be an inland hub for other sea ports such as Antwerp as well.”

MCT has enough space for this. In total, the inland terminal covers 23 hectares - 4 hectares of which are still unpaved -

Continuation CCT A smaller segment of the old CCT will continue outside of the framework of the MCT joint venture. Under the name CCT, the company will focus on the handling of shortsea vessels and breakbulk cargo. CCT in addition has its own rail connection which will be utilised by MCT as well.

18

and 675 metres of quay. Smits: “The current throughput of 150,000 TEU can grow to 1,000,000 TEU in the future.” Both managers are convinced of MCT’s potential. “With container flows continuously on the up, a further modal shift is ­absolutely essential. It’s impossible to move all the expected cargo over the road, also in view of the environment.

More and more, customers want to minimise their carbon footprint. Furthermore, the A15 motorway which runs right through the Rotterdam port will be restructured in the coming years. This is an extra incentive to create alternatives.”

The port of Moerdijk is situated halfway between Rotterdam and Antwerp at a junction of various motorways. This makes the onward distribution of cargo arriving at MCT easy.

In addition, the Moerdijk area and the greater region of West-Brabant in the south of the Netherlands are home to various international companies. Both West-Brabant in general and Moerdijk also offer ample space to accommodate further growth.

Modal Shift As an Extended Gate, MCT has a daily inland shipping ­connection with the ECT Delta Terminal and the Euromax Terminal at the Maasvlakte. Smits: “We use an inland vessel with two push barges for this. In Moerdijk, we change the

Moerdijk Container Terminal push barge, which means the inland vessel does not need to wait to be unloaded and loaded. The handling is done at MCT while the ship is already en route again. In this way, we can always stick to our windows and offer a constant and reliable service in which customers can rest assured that their containers will be delivered in a timely fashion.”

High Expectations Currently, MCT is investing in a new gate and the introduction of the Cargo Card for an even faster handling of trucks as well as in streamlining the terminal administration, the construction of a new office building and attracting additional staff. Smits, who already headed the inland ­terminal when it operated under the name of CCT, has high expectations of the new joint venture. “We can now combine the flexibility of the old CCT with the knowledge, experience and network of ECT. Customers can definitely count on added value.”

ECT and MCT also want to create links with other networks such as Brabant Intermodal. MCT would make a perfect barge - barge transhipment hub for this group of four cooperating inland terminals in the south of the Netherlands.

Ham: “I am convinced that the more cargo we can consolidate, the more efficient the container flows will be for all parties involved.”

Total area: 23.3 ha Total berth: 672 m Depth alongside: 9 m Mobile crane: Terminal Tractor: Reach Stacker: Empty Handler: Chassis: Rail Track:

2 7 3 2 63 2 x 660 m / 1 x 900 m

Plenty of Attention for Empties MCT in addition aspires to play an important role for shipping lines in terms of the efficient repositioning of empty containers. Willems: “With the current shortage of containers, empty logistics definitely is gaining in importance. Empty containers are increasingly becoming a substantial factor in the total costs of shipping lines. As part of the large ECT network, we can make sure that they can use their empties as efficiently as possible and that the boxes are always available at the right location. Shippers can deliver and pick up empties here in Moerdijk; there is no need for them to go to the Waalhaven or Maasvlakte. Convenient for everyone, and it saves lots of kilometres as well.”

19

Innovation through Collaboration The outskirts of Brussels, the capital of Europe, are home to one of Procter & Gamble’s vast innovation centres. Amid hundreds of researchers who are testing and trying new detergents here, Principal Engineer Sergio Barbarino is part of a team that devotes its attention to all aspects of supply network innovation. “In order to further improve efficiency and sustainability, we are explicitly looking for ways of ­cooperating with other companies.”

Fairly Liquid, Gillette, Pringles, Pampers... These are just a few of the numerous brands carried by Procter & Gamble (P&G) for all aspects of daily life. Every day, some 3.5 billion people worldwide come into contact with P&G products, says the group. “There are some six billion people in the world, which means that we still do not know 2.5 billion,” calculates Barbarino. “We definitely want to reach one billion of these people in the future though. Within the Supply Network Innovation Center, we try to optimally contribute to this. One small example is our research into sustainable supply chains in Africa.”

Amazing Solutions As a group, P&G has clear sustainability goals for the entire life cycle of a product, from raw material to waste. In terms of logistics, Barbarino is eager to explore new options and approaches in that respect. “Doing that can yield amazing solutions. Two years ago, we at P&G were for example still convinced that 95 percent of our trucks were fully laden.

When I would open a truck, it however often only seemed half-full; the pallets were definitely not stacked all the way up to the ceiling. In the transport of detergents, weight reasons might be at play, but this is definitely not the case with Pampers or Pringles crisps. So why not use mixed trucks which carry 50 percent detergents and 50 percent crisps or diapers? This makes it possible to optimise both the weight and the volume and achieve considerable improvements in terms of efficiency and sustainability.”

Barbarino gives another example: “Some of our product packaging was primarily designed to look good on shop shelves, not for storage and distribution purposes. Looking at product design from this angle can however yield quite 20

some advantages. We for example recently introduced Ariel Gel, which reduces the amount of detergent necessary for a load of laundry to 37 centilitres as opposed to 150 centilitres in the nineties. The current volumes are consequently only a quarter of what they used to be. From the Supply Network Innovation Center, we try to make our product designers fully aware of these kinds of factors.”

‘Intermodal transport means a significant sustainability advantage at zero extra cost’ Prevention of Empty Trips In any case, P&G wants to do away with trucks making empty trips. At least 24 percent of all truck trips in Europe are empty, says Barbarino. “In the past, we as P&G would only think in terms of one-way trips from A to B. Now, we are increasingly operating on a round-trip basis. Pringles from the plant in Mechelen, Belgium, to Euskirchen in Germany where Pampers are manufactured and a return trip carrying Pampers etc.” It goes without saying that within the own organisation, this transport back and forth will never be 100 percent in balance. “That is why we are also explicitly looking for ways of cooperating with other companies.”

Collaboration Concepts for Co-modality In the sideline of P&G, Barbarino is a member of the European Intermodal Research Advisory Council (EIRAC), an advisory

Efficient Exports via TCT Belgium “We want to do away with trucks making empty trips.”

P&G’s Pringles crisps are manufactured in Mechelen, Belgium, close to ECT’s inland terminal of TCT Belgium.

Barbarino: “We use TCT Belgium to efficiently export the Pringles to destinations beyond Europe.” For this, the inland terminal makes sure that the export ­containers are always moved by inland barge to the sea port in a timely fashion. “TCT Belgium has now also approached us with the proposal to directly export Pringles from the inland terminal to the UK by shortsea vessel. We have expressed our interest in this and are waiting to see whether they are successful in establishing such a connection.”

body of the European Commission with 50 stakeholders and decision-makers from all sectors of the European transport industry. In this context, he bears responsibility for the project ‘From CO2 to CO3: Collaboration Concepts for Co-modality’.

“The biggest challenge for the successful consolidation of cargo from different companies is finding the right formula for fairly sharing the costs. Negotiating with one another should not be necessary; in a horizontal cooperation, it will simply be too complex. A fixed and fair formula which has been calculated beforehand makes the cooperation clear for everyone. This is what we are currently working on.

An independent third party will subsequently take care of the administrative execution.” Consultation with the European anti-trust authority has made clear that they have no objections to such a construction. “If we receive the necessary funding from the European Union, the EIRAC plans to initiate a first pilot next year.”

More Intermodal In the context of sustainability and cost-efficiency, P&G itself endeavours to raise the stake of intermodal transport to 30 percent by 2015 against only five percent four years ago.

By now, several rail connections have already been established throughout Europe. An example in the Netherlands is the transport of pet food from the plant of P&G in the north of the Netherlands (Coevorden). Much of the production is moved to Rotterdam by train, from where it is further exported by ship or redistributed across Europe aboard other trains.

Barbarino: “Our decision to target for a significant shift from road to rail transport was certainly helped by the soaring oil prices of a couple of years ago. At the same time, we have created a significant sustainability advantage at zero extra cost. The intermodal strategy works because it increases our flexibility. We will never move all our cargo via one single modality, but for example opt for 60 percent train and 40 percent truck instead. This gives us a back-up option should any problems occur on one mode of transport and also guarantees us that the trains are efficiently loaded all the times.”

21

Extra Service for Shipping Lines Maasvlakte Transport is a niche player pur sang. The road haulier almost exclusively focuses on ‘customs trips’ at the Maasvlakte. Established by ECT, these trips are first and foremost intended as an extra service to shipping lines. The transport company however also holds important added value for the ­distribution centres in the area.

“Ultra-short trips around the clock.

It’s not for everyone, but our drivers love it,” says Piet Hein Horstmeier, General Manager at ECT and the director of Maasvlakte Transport.

For over a decade, this full subsidiary of ECT has already been arranging all the transport at the Maasvlakte between the large container terminals and the customs area. Here, selected containers are scanned or subjected to a physical inspection. “Our clients are the shipping lines. We pick up and deliver containers for them at the ECT Delta Terminal, APMT and - if ­necessary - the Euromax Terminal.”

As the latter has its ‘own’ customs scanning device, fewer containers need to be moved from there to the customs area elsewhere at the Maasvlakte though.

Streamlined Process The transport between the ECT Delta Terminal or APMT and the customs area on the other side of the road is a streamlined process. Horstmeier: “Using the Portbase Port Community System, our planners can see exactly which import containers have been selected by Customs for a scan 22

i­ nspection. With six own trucks and about ten charters, we ensure that such boxes are moved to and fro within 24 hours after discharging.” Maasvlakte Transport has its own lane in the stacks of both major terminals for loading the selected containers, after which the boxes are transported to Customs via a closed transport route.

“Our driver waits on the spot to see whether the scan was successful and immediately takes the container back.

This by the way is not related to the customs clearance, which Customs does separately via the terminal system of either the ECT Delta or APMT.” Containers which are selected for a physical customs inspection are a somewhat different story. “On the indication of the shipping line, we deliver these containers to the ­customs site following a routine scan inspection. Customs will then notify us when a container is ready for the return transport to the terminal.”

‘Boat Guarantee’ Export containers which Customs wants to inspect require a different approach as well. Due to the supply

pattern from the hinterland, a scan visit is often urgent. “The ship on which the container will be leaving is leading in that respect,” explains Horstmeier. “We provide a ‘boat ­guarantee’ that a container is moved to and from Customs in time, provided no abnormalities are detected, of course.”

Services for Distribution Centres Maasvlakte Transport also offers ­various services which are not Customsrelated. Examples are the external transport of containers between the ECT Delta, Euromax and ECT City Terminal, the transport from the ­container terminals on the Maasvlakte to a RoRo terminal down the road and the transport of containers between the terminals and the distribution centres at the nearby Distripark Maasvlakte. “We deliver the full ones to their docks and take the empties back with us again.” It is a process that continues 24 hours a day. “Several ­distribution centres have given us their keys. This enables us to even exchange containers at night when they are closed. In this way, the morning shift at the distribution centre can immediately get started with new cargo.”

ME AND MY VESSEL Mr Jae Ho Hong (52) is the proud captain of the Hanjin Korea, the first of Hanjin Shipping’s 10,000 TEU class container vessels. On her maiden voyage the first European port of call was the Euromax Terminal in Rotterdam. Captain Hong: “Thanks to the width and turning base in Rotterdam and the manoeuvrability of this ship, coming into port with the Hanjin Korea is just as easy as with my previous ship of 6500 TEU. One tug was enough.”

Most exciting experience at sea?

“I started my career as Third Officer in 1978 and became a Captain in 1992.

In one of my first voyages as Captain I was confronted with two hurricanes south of Mexico with fierce gusts of more than 120 knots. My wife was on board at the time but I was glad that our son was safe at home in Korea with my parents.”

Why is Captain the best job in the world?

“Although naturally the final responsibility rests with the captain, the entire crew always pulls together to cope with

any perils or problems. We all work together extremely well.”

Favourite dish on board “Our cook serves traditional Korean food, so every day I can get my kimchi.”

If I want to brag about this vessel, I would say…

“Though the Hanjin Korea is an extra large vessel it’s a real eco-ship.

It’s simple to adjust the speed with its intelligent electronic controlled main engine, which is smokeless in operation under all circumstances. What’s more, operating costs and fuel consumption

The Hanjin Korea was delivered on July 2nd 2010 by Samsung Heavy Industries and is the first in the shipping line’s series of five 10,000class vessels.

Flag Panama Length 349 metres width 45.6 metres TEU-capacity 9954 Crew 15 Koreans, 5 Indonesians.

Loop Asia North Europe Service 4 in 63 days: Qingdao - Shanghai Ningbo - Hong Kong - Singapore Port Said - Rotterdam - Hamburg - Antwerp.

are low and the vessel is stable even when running at very low speeds. It also has five environmentally-friendly generator engines which reduce CO2 and NOX emissions.”

Nicest places in Rotterdam “I’ve sailed to Rotterdam nine times but we’ve never stayed long.

Unfortunately, up to now I haven’t had time to look round the city. This time we’re here for a day longer, but I can’t leave the ship because of bunkering.

For cost reasons my shipping line likes to bunker in Rotterdam.”

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Sustainable ECT Examples of ECT’s Initiatives for Sustainable Entrepreneurship

Reusing more than 5 Million Bricks “We are currently in the middle of renovating the ECT Delta Dedicated North Terminal (DDN), which will be fitted with a completely new concrete floor. Phase one was completed right on schedule in mid-July and four weeks later we started with phase two. In early 2011, the DDN will once again be fully equipped to meet the highest standards. We agreed with the contractor that as many materials as possible would be reused. This gives us cost advantages and, more ­importantly, it is sustainable. Eventually, all 5,097,120 of the concrete bricks of the old terminal floor will be cleaned, crushed and then reused for the most part in the foundation of the new concrete surface. Our contractor makes the ­concrete at a mobile plant at the ECT Delta Terminal itself.

Sand and gravel are brought in by barge; by truck, this would require 700 road trips.

For every project which we as ECT embark upon, we always look at sustainability. For example, in the current renewal of the Eastern Rail Terminal (ORT) at the ECT Delta Terminal, the old, 750-metre long concrete crane lane was sawed into pieces of six metres. The contractor of the new Maasvlakte 2 port area reused this as the foundation for a temporary road.

The rails of the crane lane will also be replaced. We will use the old steel to make crash barriers for road traffic at the Euromax.”

Daan Quak, Consultant Infrastructure & Equipment