I S S U E 44FAST FORWARD

ECT PrESIdEnT Jan WESTErhoUd

EUroPEan GaTEWay SErvICES

FloWErS In ThE Box

S P r I n G 2 0 0 9

Feeder Hub ROtteRDAm

Staying on top of the BusinessThe world has changed radically over the last six months or so, and the container sector is no exception. ECT’s services provision has changed in line with the times. With President Jan Westerhoud at the helm, ECT is keeping a close eye on market conditions.

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20-21 Container tranSport as a ConvenienCe ProduCtOne of the most striking aspects when arriving at DeCeTe Duisburg, is its immaculate appearance. “You only get one chance to make a first impres-sion,” explains managing director Johan Stelten. “The bottom line however is to convince our customers that our service is just as immaculate.”

euroPean gateway ServiCeS To many companies the quality of Rotterdam’s hinterland connections is one of the main reasons for choosing the port as their European gateway. Through a strong network of inland terminals with accompanying transport options, ECT aims to optimally accommodate this.

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C O N T E N T S

FAST FORWARD sPring 2009

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 facili-

tate better intermodal transport between Rotterdam

and the European hinterland. In 2008, ECT handled

6.3 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 49 ports, spanning

25 countries throughout Asia Pacific, the Middle East,

Africa, Europe and the Americas. HPH also owns a

number of transportation-related service companies.

In 2008, the HPH Group handled a combined

throughput of 67.6 million TEU worldwide.

No rights can be derived from this publication.

P.o. Box 7385, 3000 hJ rotterdam, the netherlands t +31 (0) 181 278 278 f +31 (0) 181 278 315e info@ect.nl | W www.ect.nl

2

FeeDeR Hub FOR The ScAnBAlTicin the past, feedering from

rotterdam to and from scandinavia

and the Baltics was not exactly in

demand. these days how ever eCt

can justifiably call itself a feeder

hub for the scanBaltic including

russia. “the port, terminals and

feeder operators are showing

their commercial competitiveness,

especially in these challenging

times.”

Bringing Down The ToTAl coSTS OF OWneRsHip

neWs

delta Barge feeder terminal Fully operational

eCt Wants to BeCome authoriSed eConomiC operator

meerendonk grand Cru: early aeo-CertifiCation dutCh 4Pl

FlowerS in the Box

new rail Shuttle maasvlakte - moerdiJk

my rotterdam

link in the logiStiCS Chain

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7

11

12-13

16-17

22

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C O L U M N

FAST FORWARD sPring 2009

In today’s bad economic climate, all of us - our customers, the transporters and ECT - see ourselves confronted with a common challenge: how can we get through this period as best as we can? Open communication - the more intensive, the more valuable - has never been more important in that respect. What are we seeing, what are our expectations? Two know more than one. I am fully convinced that we need to manage the consequences of the economic crisis together, that we need to cooperate as intensively as possible to seek out and implement potential cost savings. Not by blindly focusing on individual links in the logistics chain, but much more by taking stock of the total costs of ownership. In my opinion, key concepts in that respect are the concentration of cargo flows, optimum efficiency and benefiting as much as possible from the distinctive characteristics of the various hinterland modalities. From the perspective of total costs of ownership, this makes Rotterdam highly cost-effective.

This all starts with a lean & mean organised ECT which spares no effort to make sure that our customers have maximum capacity and service at their disposal for the handling of containers. By postponing the renovation of the Delta Dedicated North Terminal, the taking-into-operation of the Delta Barge Feeder Terminal and the gradual coming-on-stream of the Euromax Terminal, we are highly flexible when it comes to accommodating container flows. Customers are offered all the room for further consolidating cargo flows and, with that, realizing the advantages of scale ensuing from this.

Along the same lines, Rotterdam is unrivalled when it comes to hinterland transport. The Rhine River, as regards inland shipping and the Betuweroute (the 160-kilometre long dedicated cargo railway line between Rotterdam and Germany, ed) for rail transport, demonstrably make Rotterdam the most cost-efficient solution for many destinations in Europe. The same goes for Rotterdam in its capacity as a European feeder hub.

In the current economic downturn, I am of the opinion that now is the time for many parties to critically re-evaluate their current logistics chains. Many container flows run in natural, historically established patterns through specific ports. Re-assessing this can yield substantial advantages, both financially and in terms of quality. Thick flows entering the port, thick flows leaving the port: Rotterdam knows all about economies of scale.

As ECT, we have the capacity to accommodate this concentration principle and optimally facilitate efficient hinterland transport. Together, we can bring

down the total costs of ownership!

Wando BoevéDirector Marketing & Sales of ECT

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the NetherlaNds remaiNs europeaN distributioN hubAccording to data released by the Holland International Distribution Council, 45 foreign companies opted for the Netherlands as the basis for their European distribution in 2008. With that, the Netherlands unabatedly remains the ‘Gateway to Europe’. The Holland International Distribution Council has ascertained that despite - or maybe especially because of - the economic down-turn, companies from the US and Asia are highly interested in the Netherlands. Managing director Dirk ‘t Hooft: “The current economic situation is spurring many com-panies to reassess their logistical structure.” The Holland International Distribution Council offers advice in this respect and can put companies in touch with Dutch logistics service providers. For more information: www.hidc.nl.

Future laNd ahoyLocated at the point where the Maasvlakte site currently borders the North Sea, the new Future Land information centre will from May 2009 offer visitors a ringside seat to see the construction of Maasvlakte 2. Visitors to Future Land will be able to see the land literally rising up out of the sea and to watch the birth of a new port area with 1000 ha of industrial terrain. Inside the information centre, visitors can acquaint themselves interactively with the many facets of this unique land creation project. And of course everyone can see where on Maasvlakte 2 ECT has earmarked land to expand the Euromax Terminal. For more information: www.maasvlakte2.com.

state-oF-the-art From the eNd oF 2009

This coming 4th of October, freight trains on the entire Port Railway Line will be governed by the new European Rail Traffic Management System level 1 (ERTMS). As of the 13th of December 2009, the railway line running through the Rotterdam port will in addition be fully electrified with 25 kV. This gives locomotives far greater traction power than the current diesel-fuelled engines. What’s more, the electrification is good for the environment and more cost-efficient.

The Port Railway Line is part of the Betuwe-route, the dedicated freight railway line between Rotterdam’s Maasvlakte and Germany which came on stream in 2007. Following the completion of the conversion of the Port Railway Line this December, the entire 160-kilometre-route between Rotterdam and the German border will be state-of-the-art in terms of safety and electrification. Changing locomotives at the Kijfhoek shunting yard, a few kilometres

to the east of Rotterdam, will no longer be necessary. ERTMS and the 25 kV electrifi-cation in addition constitute the new European standard which all countries in the European Union will gradually switch to. In the future, trains will consequently also be able to continue running across national borders.

The conversion of the Port Railway Line is supervised by a steering committee compri-sing representatives from all the links in Rotterdam’s railway chain. Now that consensus has been reached on the date of completion of the conversion, the timely availability of certified locomotives is of the utmost importance. It is up to the rail companies to ensure that they have sufficient numbers of locomotives that are suitable for ERTMS as well as plenty of properly trained train drivers. Of course, the Port Railway Line will remain open for traffic during the coming conversion period.

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New…As of the 1st of March 2009, Rob Bagchus has joined the ranks of ECT as Chief Public Affairs & Public Relations Officer. Bagchus previously worked at port industries’ association Deltalinqs, where he was Director. In this position, he has over the years built up a substantial network comprising companies and government bodies in both the Netherlands and abroad. In addition, he perfectly knows his way around the Dutch seat of government in The Hague and in Brussels, the capital of the European Union. At ECT, Bagchus will head the Department of Internal & External Communi-cations. Public affairs and press-related matters will be two of his personal areas of attention.

special photo artIn early February, ECT president Jan Westerhoud (right in the picture) was presented with a very special piece of photo art by Hans Smits, CEO of the Port of Rotterdam Authority. It was a late gift for ECT’s 40-year anniversary in 2007. To commemorate this occasion, the Port of Rotterdam Authority commissioned photo-grapher Mischa Keijser to photograph the world and environment of ECT in a special way. That took a while, but the final result is definitely worth the wait. In his own unique style, Keijser has made a montage comprising 41 photos. This work of art now adorns the entire wall of the board-room of ECT at the Maasvlakte.

msc streNgtheNs its positioN iN rotterdam

On the 5th of April, the MSC Beatrice made her maiden call at the ECT Delta Terminal in Rotterdam. The 366-metre-long MSC Beatrice is the latest record-breaking 14,000-TEU vessel of shipping line MSC. The MSC Beatrice and her sister vessels of the same size will sail in the so-called Silk Service, which calls weekly at the ECT Delta Terminal in Rotterdam. The deployment of these ships will substantially boost the

daily rail coNNectioN duisburg Starting this April, ECT in conjunction with rail operator Kombiverkehr will launch a daily rail shuttle (Betuwe Express) between the ECT terminals at the Maasvlakte and the DeCeTe inland terminal in Duisburg, right in the heart of Germany’s Ruhr area (also see feature page 20-21). The connec-tion is aimed at further strengthening ECT’s hinterland network. The new rail shuttle makes it possible to offer shipping lines, freight forwarders and shippers an even faster onward connection to Germany and vice versa. The rail shuttle will optimise service levels and total lead times and is complementary to the dedicated barge connection between the seaport and Duisburg. The new rail initiative is part of ECT’s European Gateway Services (see feature pages 14-15). Containers can be booked onto the Duisburg train via DeCeTe on telephone number +49 (0)203 80 90 6-23, e-mail order@decete.de. You can also use the new central desk of ECT’s European Gateway Services: +31 (0)181 27 83 08, e-mail EGSplanning@ect.nl.

capacity of this service. This makes Rotterdam an increasingly more important link in the MSC network. In Europe, Rotterdam is the port of choice for the handling of such large vessels. Unlike many competing ports, Rotterdam knows no nautical limitations, neither as regards draught nor locks. Furthermore, the terminals are situated within an hour’s sailing time of the sea shipping routes.

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siNgle port commuNity system For rotterdam & amsterdam Recently, the Port Community Systems of Rotterdam (Port infolink) and Amsterdam (PortNET) were merged to form one single Port Community System: Portbase. This new organization aims to be the neutral and reliable spider in the web as regards all the logistical information in the two ports. Through one single Port Community System, companies and government bodies in Rotterdam and Amsterdam are able to operate even more efficiently. They no longer need to use two separate systems at the same time. Portbase in addition has the ambition to in the foreseeable future become the National Port Community System in the Netherlands. The first new services of Portbase will be geared to the Export Control System (ECS), which was introduced by the European Union to better secure its external borders and further strengthen the internal market. Through the ECS services of Portbase, forwarders and exporters can count on a watertight verification process of their export declarations. In addition, cargo becomes optimally transparent in the port: from the moment of arrival at the terminal until the moment of departure aboard the sea-going vessel. ECT’s Director of Marketing & Sales Wando Boevé is on the board of commissioners of Portbase. Visit www.portbase.com and www.exportcontrolsystem.eu for more information.

coNtaiNer origami The port of Rotterdam has recently acquired a striking work of container art: Container Origami. Inspired by the Japanese art of folding paper, origami, two 40-foot containers have been cut open and folded, creating a remarkable image of steel and space. The art work has been put on display in the Waal-/Eemhaven area, close to the Rotterdam city centre. The inspiration for Container Origami dates back a number of years, when artists Femke Bijlsma, Allerd and Wouter Roeterink and Ron Nout took part in the Follydock design competition. As one of the prize winning entries they were given the opportunity to realise their design.

First hybrid loc Rail operator Rotterdam Rail Feeding (RRF) is currently testing a first hybrid locomotive for the shunting of trains at and around the terminals in the port of Rotterdam. The new hybrid locomotive combines the generation of energy through batteries and diesel fuel. This is expected to yield a reduction in fuel consumption of 40 percent. With that, it also reduces the emission of CO2, NOx and particulate matter, which impacts positively on the environment.Ph

oto

Roy

Borg

hout

s

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N E W S

Delta Barge Feeder Terminal

Fully operationalthe delta Barge feeder terminal at the tip of the eCt delta

complex on the maasvlakte is now fully operational.

all three of the wide span gantry cranes have been taken

into use. and by the end of april all 60 workers set to work

with this type of crane, which is new to eCt, will also have

been fully trained up.

ample additional capacity and serviceWith the delta Barge feeder terminal eCt can offer the

inland shipping and feeder sector ample additional capacity

and service. the terminal was officially opened last year and

subsequently taken into operation stage by stage. the delta

Barge feeder terminal has no less than 840 metres of quayside

with a depth of 10.65 metres alongside the quay at its

disposal. the three wide span gantry cranes are 38 metres

high under the spreader and have a span of no less than

132 metres between outreach and backreach.

the wide span gantry cranes service both the feeder and

inland barges on the waterside and the multi trailer systems

which deliver and fetch the containers on the land side.

eCt purchased 30 new multi trailer systems specifically for this

last year. Where necessary containers can also be pre-stacked

between and behind the legs of the wide span gantry cranes

prior to loading them on board a feeder vessel or barge or

can be buffered here after offloading them.

7

ECT goes All Out for Optimal Customer Service

staying on top of the business “Volumes are under pressure, but that’s nothing new. It holds true not only for our customers and our logistics partners in inland transport but also for us,” says Jan Westerhoud. “The credit crunch is a major factor. We in the West have been living on borrowed money. That way purchasing power carried on growing and the housing market went sky high. This bubble has burst and we are now in the middle of a recession.” Westerhoud won’t venture a forecast as to how long the current economic crisis is likely to last. “Last year no-one foresaw the downturn, so how much credence can we give to commentators on the sidelines who say they know how things will pan out over the next few months and years? Economic recovery is above all a question of confidence.”

From shortfall to surplusIndisputably the container sector has been hit hard by the fall-out from the economic crisis. World trade flows have dwindled and players across the entire sector - shipping lines, inland transporters and ECT itself - have to face the consequences. Westerhoud: “What a contrast to the situation last year. Then the talk was only of growth and the ways we could create extra capacity in line with demand.”

short and long termECT is going all out to stay on top of the current market conditions and to offer customers the best possible service. “Now even more than ever the customer comes first,” says Westerhoud. “We want to be the best and most efficient European terminal for our clients. A terminal you can’t afford to ignore - not only because of our superior quayside performance but also because of our premium service along the logistics chain.” In this context Westerhoud points to the fact that however difficult the current economic conditions, ECT also tries to keep its eye on the long term. “Two years ago we at ECT began refining our strategy for the future. The three points of departure we formulated at the time are however also valid in the current market climate: we want to offer our clients the best possible service, we want to be able to offer them sufficient capacity at all times and we want to enable our clients to profit fully from Rotterdam’s strategic location for accessing the European market.” This last goal involves facilitating and organising reliable, high-frequency rail and inland shipping connections with

the European hinterland. “That we do in close cooperation with inland transporters and our own inland terminals in Venlo near the German border, in Duisburg in the heart of the German Ruhr region and in Willebroek, just outside the Belgian port of Antwerp. In addition we operate partner-ships in the ports of Amsterdam and Moerdijk (see also the features on pages 14 - 15 and 22, ed.). And there’s more: since the new Delta Barge Feeder Terminal at the tip of the Delta peninsula has come online we can now also offer the feeder and inland shipping sector more options.”

maximum FlexibilityOne of ECT’s many measures aimed at offering clients the best possible service in the current market climate is to keep the Delta Dedicated North Terminal open. The renovation scheduled for this spring has been postponed until further notice. Westerhoud: “The current market demands maxi-mum flexibility. We want to be able to meet each and every window-request a customer might have.”

Keeping the Delta Dedicated North Terminal open gives ECT the added advantage of being able to conduct the most extensive tests possible at the new Euromax Terminal prior to it becoming fully operational. ECT’s joint venture with the CKYH Alliance (Cosco, “K” Line, Yang Ming, Hanjin Shipping) currently handles two services. “Through exhaustive testing at Euromax we want to eliminate all risks. We’re readying the terminal for optimal use by partner CKYH,” Westerhoud says. “Then will we transfer additional volumes.” The ECT president says the Euromax Terminal is making good progress. “But it does involve an extremely complex interaction between staff, equipment and IT systems. The Euromax has already proven itself able to regularly achieve high production volumes. The performance is not yet fully consistent however, we’re still experiencing ups and downs. Those need to be eliminated.”

‘It’s an absolute certainty that Rotterdam offers many advantages over all other West European ports’

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the world has changed radically over the last six months or so, and the container

sector is no exception. whereas in september last year the big issue was how to

create additional capacity, now rationalisation is all-important. ect’s services provision

has changed in line with the times. with president Jan westerhoud at the helm,

ect is keeping a close eye on market conditions. “weekly - daily if necessary - we

adjust our course in line with the latest developments. everything is geared to giving

the customer the best possible service.”

“We want to be the best and most efficient European terminal

for our clients. A terminal you can’t afford to ignore.”

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advantages rotterdamWesterhoud emphasises once more that long term and short term strategies go hand in hand. “The postponement of the Delta Dedicated North Terminal renovation and the increasing capacity available at the Euromax operation gives our clients every opportunity to concentrate their cargo volumes in Rotterdam. Even - or perhaps particularly - now, during these difficult times. Amid all the current uncertainties, it’s an absolute certainty that Rotterdam offers many advantages over all other West European ports, both with regard to its location at sea and its connections with the European hinterland. The draught of the port is unequalled, our terminals are only just round the corner from the North Sea and thanks to the River Rhine with its inland shipping and the freight-only Betuweroute rail link, Germany is a very near neighbour. By concentrating their cargo volumes in Rotterdam customers clearly enjoy econo-mies of scale. I don’t think anyone would seek to deny that.”

“The current market demands maximum flexibility.

That’s why we have postponed the Delta Dedicated

North Terminal renovation.”

partnership First and ForemostIn the current market climate an A-grade location is not enough in itself, however, realises Westerhoud. “We’re running an extremely tight ship. Weekly - daily if necessary - we adjust our services provision. Everything is geared to offering the client the best possible service, on the sea as well as on the land side. We aim to work as efficiently as possible.

By offering the best product possible, and one that is improving all the time, we want to ensure that we’re the option customers can’t afford to ignore. Partnership plays a key role in that. Together with our clients we will weather this storm.”

‘Together with our clients we will weather this storm’

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ect wants to become authorised economic operator

ect is currently in the process of acquiring the status of authorised economic operator (aeo). this customs certificate was introduced by the european union and is aimed at companies that demonstrably adhere to stringent guidelines and procedures as regards security and operations. in addition to offering advantages in terms of everyday customs procedures, aeo-certification is also considered a quality standard. ect aims to achieve aeo-status at the end of 2009.

Europe introduced the programme for Authorised Economic Operator (AEO) in reaction to the dramatic terrorist attacks earlier this century in New York, London and Madrid; attacks which have made security a top priority on agendas the world over. AEO is basically the European equivalent of the C-TPAT program of the United States. C-TPAT however only targets inbound traffic while AEO focuses on both inbound and outbound cargo flows. Negotiations between Europe and the US as regards mutual recog-nition are currently in full swing. In Asia, similar initiatives have by now been launched as well. What has made things easier in this respect is the fact that all parties make use of the same model, which was designed by the World Customs Organisation.

strict requirements In order to qualify for AEO-status, a company needs to meet requirements in four respective areas: proper conduct, solvency, trade and transport documents and security. The exact criteria have been laid down in

European-wide guidelines. Each national customs organisation can however decide for itself how it wants to check the extent to which aspiring participants are in compliance with these guidelines. Dutch Customs has opted for a method in which self-assessment is key. In this method, companies themselves are responsible for determining how they score in various risk areas and - if necessary - to take action. The outcome of this self-assessment is then submitted for approval to Customs, which in response may formulate additional requirements.

green lane Having AEO-status offers a company many customs-related advantages or simplifications, such as a reduction in the number of administrative and physical inspections etc. In all fairness though, the Netherlands already has one of the most modern Customs departments in Europe. AEO-certification however also has substantial added value when it comes to doing business with other links in the logistics chain. It is a quality

standard: AEO-certified companies will be able to create ‘green lanes’ with one another for cargo flows which have been deemed reliable by Customs (also see the feature on pages 12 - 13 on AEO-certified Dutch 4PL Meerendonk).

application ect in Full swingECT is currently right in the middle of the process for acquiring the most comprehensive kind of AEO-certification (customs simplification and security) which will cover all ECT terminals, both in Rotterdam and in the hinterland. A project group comprising specialists from all layers of the company is focusing on the necessary preparations, covering as many aspects as possible. Through the AEO-certification, ECT wants to in the best possible manner facilitate customers in the creation of optimum logistics chains. In addition, the certification fits in perfectly with other ECT initiatives such as European Gateway Services (see feature pages 14 - 15). ECT aims to be AEO-certified by the end of 2009.

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Early AEO-certification Dutch 4PL

meerendonk grand cruWhen Michel van den Meerendonk started as a logistics service provider in 1985, he very quickly realized what he did not want: wheels and warehouses. He exclusively wanted to be a chain director who brings all parties together so that cargo can time and again be moved to the right location at the right time and at the right price. In his vision, this is only possible through a non-asset philosophy: transparent and independent. At the time, the concept was known under a different name; nowadays, this method of operating is called 4PL (fourth party logistics). The Meerendonk Group employs forty specialists in the field of logistics who operate from two offices in respectively Ridderkerk (close to Rotterdam) and Antwerp. The organisation of import logistics for the retail sector accounts for 75 percent of the company’s activities. The import of wines from non-European countries, in which Meerendonk is market leader in the Benelux,

plays an important role in this respect. Van den Meerendonk: “Our customers are both retailers and their suppliers. Wine constitutes an excellent gateway product for us. It introduces us to retailers and offers the possibility to also provide them with logistical services for other products. Companies increasingly prefer one-stop-shopping. We offer our customers a choice. They can make use of all of our services - wise, I think - but also just one or a couple.”

Faster, more efficient and cheaper“Our philosophy is that we fully focus on everything which makes the logistics chain faster, more efficient and cheaper,” says Van den Meerendonk. “The difference in terms of logistics, and this is common knowledge, is in the last mile. It is for this very reason that we have a top team of logistics experts. In addition, our IT support goes beyond just

“We and other AEO-certified partners can

form a customs-technical green lane with a

minimal degree of customs intervention.”

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4pl service provider meerendonk was one of the first companies in the Netherlands

to achieve the status of authorized economic operator (aeo). managing director

michel van den meerendonk: “receiving this quality standard from customs is not

just an honour; it is highly useful as well. more parties in the chain must however

first become certified before both we and our customers can start reaping the full

benefits.” as the leading logistics provider in the benelux as regards the import of

wines from overseas, meerendonk is a customer of ect through the shipping lines.

tracking & tracing. We are for example also involved in forecasting for the purpose of stock management.”

Van den Meerendonk deliberately opts for strategic alliances. Many of his competitors maintain an extensive network of offices. And that is the exact opposite of what he wants. A logistics service provider should not be distracted by whether or not his own assets are optimally utilised. All that matters to Van den Meerendonk is the importance of the logistics chain. This must be as efficient, cheap and fast as possible. It is on this basis that he selects his strategic partners. “If I need a logistics service provider in China, then I want to have the best one in terms of performance and network. I do not want to pay unnecessary overhead costs and neither do my customers.”

tricks of the tradeWhat it consequently all comes down to is choosing the right partners, regularly monitoring them and, if necessary, steering them in the right direction. Those are the tricks of the trade. The managing director therefore spends a lot of time on the road. “Logistics must be simple, which is not the same as simplistic. The best ideas emerge from consistently and openly asking simple questions, like a child would do. If I visit a company where consultants have little insight into what is actually happening on the shop floor, then I usually do not waste any time there. It also occurs that we work with two partners on one continent, as for example is the case in Australia. One partner is Australia’s largest service provider for all things wine-related. It can and does everything. Collecting wine, warehousing, rail connections, container storage… any value-added service imaginable. In addition to this, we have chosen to work with a smaller partner which is very strong in shipping, in bringing together shipments, and all this at low tariffs. Those two partners fully complement each other and, as a result of our mediation, are now also working together.”

aeo-certification a must“Ninety percent of our customers are located in the Benelux. I however expect this to drop to 50 percent in the next five years,” predicts Van den Meerendonk. “I foresee a change in the logistics chain. The other 50 percent will shift to overseas companies which will supply their customers from strategic locations in Europe. Our forte is tax laws. We are experts in all matters pertaining to import duties, excise duties, VAT, etc. We do not use third parties for this. We want to be a true partner to overseas suppliers for all fiscal-related matters. This makes it even more attractive for them to serve Europe through gateway the Netherlands.”

“If we want to play that role, then everything really needs to be in order on our part; both we and our partners need to be AEO-certified (also see feature page 11, ed). This is why the Meerendonk Group was in the vanguard as regards the pilot for AEO-certification in the Netherlands. And it is for this very same reason that we are currently also participating in the pilot for smart and secure trade lanes, including the usage of electronic container seals.”

seal of reliability“The AEO-certificate is a seal of reliability issued to us by Customs,” concludes Van den Meerendonk. “With it, we and other AEO-certified partners (which, if all goes according to plan, will also include ECT as of the end of 2009, ed) can form a customs-technical green lane with a minimal degree of customs intervention. In that famous last mile, this means significant time savings and increased efficiency. As a result of this, we will be able to operate more cost-efficiently. If I were a shipper and I had a choice between a secure flow through the Netherlands and a non-secure flow through another country, I would not even give it a second thought.”

More information: www.meerendonk.com.

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european gateway servicesto many shipping lines, forwarders and shippers, the quality of rotterdam’s hinterland

connections is one of the main reasons for choosing the port as their european

gateway. through a strong network of inland terminals with accompanying transport

options, ect aims to optimally accommodate this. For both inbound and outbound

european cargo, customers can count on optimal service levels.

ECT has its own inland terminals in Venlo (TCT Venlo, right on the Dutch-German border), Duisburg (DeCeTe, situated right in the heart of Germany’s Ruhr area) and in the Belgian town of Willebroek (TCT Belgium, which is ideally situated between Antwerp and Brussels). In addition, there are partnerships with inland terminals in Moerdijk (CCT, which is located just beyond the Rotterdam region) and Amsterdam (CTVrede - Steinweg). All of these inland terminals maintain frequent rail and/or inland barge connections with the deep-sea terminals of ECT in Rotterdam (see box). In addition, the inland terminals offer numerous onward connections to other economic centres across the whole of Europe.

Facilitating hinterland NeedsBased on this wide range of terminals and connections, ECT by means of the so-called European Gateway Services, aims to facilitate the hinterland needs of shipping lines, freight forwarders and shippers in the best possible manner. By doing so, Rotterdam can become an even more attractive hub for inbound and outbound cargo. Thick container flows come into the port by deep-sea vessel and can leave again by inland shipping and rail and vice versa, boosting the efficiency of all parties involved.

extended gate At the heart of the European Gateway Services are the Extended Gates which ECT is developing at all of the inland terminals. In this concept, which is already in use at TCT Venlo, containers which arrive in Rotterdam by deep-sea vessel are moved to the hinterland by barge or train as soon as possible. This is done under the supervision and customs license of ECT, which takes care of everything for the customer. At the inland terminal, the customer can

then finalise the customs formalities. At that point, the con-tainers are already very close to their final destination, which allows for a speedy delivery. The other way around, the inland terminals are of course just as ideal for the delivery of outbound containers. An additional advantage of consolidating cargo flows on barges and trains is that fewer containers need to be moved by road. This reduces congestion and benefits the environment.

central service window for the hinterlandMartijn de Bruijn and Paul Zoeter constitute ECT’s central contact point for the European Gateway Services. “Our services are fully driven by market requirements. There is clearly a growing demand for support in the organization of logistics chains. We think along with customers, give them advice and will in the near future also offer them one central desk (see box, ed) where they can book all their rail and barge transport to and from our own inland terminals and the terminals of our partners. Until recently, this was only possible via the individual terminals themselves. Soon, customers will however be able to take advantage of one-stop-shopping through our central desk.”

Various options In the transport which ECT organizes for customers, reliability and frequency play a central role. Almost always, point - point transport according to a fixed sailing schedule or timetable is involved. In addition to this, agreements can be made with ECT as regards document-free transport and transit-time guarantees. In the latter case, customers can specify the exact time at which they want to receive their containers at the terminals in the hinterland. In the unfor-tunate event that a container should miss its barge or rail connection in Rotterdam, ECT then uses road transport to make sure that the box still arrives in the hinterland on time.

service to the customer De Bruijn and Zoeter: “It is definitely not our intention to take the place of the barge operator and the rail operator. They will simply continue to fulfil their roles as they have always done. As an extra service to our customers, we are merely providing a central point of entry; on top of this, we offer them a range of supplementary services.”

in the near future, shipping lines, freight forwarders and shippers can book

all their hinterland barge and rail transport to and from the inland terminals

of eCt and affiliated partner terminals through the central desk of eCt’s

european gateway services. Please call +31 (0) 181 27 8308 or e-mail to

egsplanning@ect.nl.

one central desk for all inland bookings

14

european gateway services

European Gateway Services fully focuses on strengthening connections. The recently established rail shuttle between the ECT terminals at the Maasvlakte and Moerdijk (see feature page 22) is a good example of this. A further expansion of the network in the Netherlands, Germany, Belgium and northern France is also among the possibilities. “For customers with sufficient substantial volumes, we will gladly look into the opportunities for cooperating with inland terminals that can accommodate their logistical needs and for organizing the accompanying hinterland connections.”

eCt offers frequent rail and inland barge connections between the eCt terminals

at the maasvlakte, its own inland terminals and those of its partners:

deCete duisburg (germany) v.v. 5 barge shuttles weekly,

6 rail shuttles weekly

tCt Belgium (Belgium) v.v. 5 barge shuttles weekly

tCt venlo v.v. 20 rail shuttles weekly

CCt moerdijk v.v. 6 barge shuttles weekly,

3 rail shuttles weekly

Ctvrede -steinweg, amsterdam v.v. 4 barge shuttles weekly

strong hinterland Network

15

Flowers in the boxthe import and export of flowers has tradition-

ally been an air-freight market. but - albeit on

a small scale - sea freight is now really starting

to make its presence felt. transportation costs

are substantially lower and the horticultural

sector is becoming increasingly expert in

managing the associated logistics chain. in the

next five years, the transport of flowers by

deep-sea vessels is set to really take off. thanks

to the reefer container...

The Netherlands is a real flower country. Some 60 percent of the worldwide flower market is directed via Dutch whole-salers. Annual Dutch exports of plants, flowers, bulbs, seeds and cuttings amount to between 5.5 and 6 billion euro. Europe is by far the largest export market, with the truck as the favoured mode of transport. Around 70 percent of exports are homegrown in the Netherlands. The remaining 30 percent are cultivated in African countries like Ethiopia, Kenya and South Africa, Israel, the US (Florida), Central America (Costa Rica, Ecuador) and South America (Colombia). Anton Bril, manager of VGB, the Dutch Association of Wholesale Trade in Horticultural Products: “The Netherlands acts as the nodal point for the onward transport of all these flowers into Europe.”

Flowers by sea“Around 98 percent of all flowers from Africa and 95 percent of all flowers and suchlike from Central and South America are currently flown in,” says Bril. There are definite moves however, to experiment with the transport of flowers by sea. Basically this means of transport already has been shown to be qualitatively superior. In reefer containers, flowers can be transported upright in tanks with

a layer of water, in five rows one above the other. This doesn’t compare to the situation for air freight, where flowers are laid dry in boxes stacked 2.5 metres high. Moreover the temperature in the reefer container can be kept constant within 0.5 degrees for the entire journey, which means the growth of the flowers is arrested. Such climate controls do not exist in the case of air freight. Add to this that transport by deep-sea vessels works out some 40 to 50 percent cheaper than by air and the growing interest of market players is understandable. Bril: “Furthermore, compared to air transport, shipping by sea is a greener option. That’s certainly an added argument. In the UK, for example, the fact that flow-ers have not been flown in is indicated at some retail chains by means of special crosses on the packaging of bouquets.”

technical challengesFor the moment a number of factors are still hampering a widespread breakthrough of flower transport by sea. Flowers are and will always be a fragile commodity. For the last four years, the VGB, consequently, has been investigating the technical challenges posed by the product together with FloraHolland and the University of Wageningen. Roses in particular - of which Africa is a major supplier -

Oudendijk Import based in Aalsmeer uses the container for

importing flowers from South America such as the Hypericum.

16

are sensitive. “For Carnations, Gypsophila, Protea and the like, sea transport poses no problems anymore,” says Bril. “And now we’re also reaching the stage where we have the technology to transport roses successfully by sea.”

integrated supply chain managementBut there are also other challenges. The crossing by deep-sea vessel may well be conducted under optimal climate controlled conditions, but in the end it is the management of the entire logistics chain from the nursery onwards that counts. Bril: “That means cutting the flowers very early in the day when it is still cool, having them processed in a cooled space, ensuring air-conditioned storage in situ and also during the transport to the port. Those are big invest-ments, but they are taking place. For example wholesaler Oudendijk Import has built a large conditioning centre near a nursery in Ecuador. For successful transport overseas attention and care are simply essential. On the rare occasion that a trial run goes wrong, it’s usually due to faults in the early stages of the supply chain rather than the sea-borne element. Of course an integrated logistics chain comes at a price. But even then the cost differential with air freight remains substantial.”

For the time being air freighting flowers still leads the field. But transport by sea will make a breakthrough, Bril is convinced. “In five years the balance will have shifted. It’s now down to achieving further advances in the technical aspects, investing in integrated supply chain management and looking forward to greater political stability - particularly in African countries - so that export via their ports is not disrupted.”

unlike in earlier decades the dutch export of flowers is now targeted mainly

at europe. other parts of the world get most of their flowers from their own

region. one of the exceptions are tulips, daffodils, hyacinths and the like for

the north american market. anton Bril: “around ninety percent of these

flowers can travel by ship. that is going exceptionally well. on arrival in the

usa the tulips, for example, still have seven to nine days for sale.” a 40 foot

reefer container can hold 22 wagons with each five layers of ten buckets. one

bucket holds 200 tulips, so a 40-foot container takes a total of 220,000 tulips.

tulips as pioneers

17

in the past, feedering from rotterdam to and from scandinavia and

the baltics was not exactly in demand. these days however ect can

justifiably call itself a feeder hub for the scanbaltic including russia.

“the port, terminals and feeder operators are showing their commercial

competitiveness, especially in these challenging times.”

Feeder hub for the scanbaltic

18

Rotterdam has traditionally been the European market leader for transhipment to and from the United Kingdom and the Iberian Peninsula (Spain, Portugal), a privileged position the port commands in part because of the unlimited access it can offer even the largest container ships. Rotterdam has no tidal restrictions, no locks and has an unrivalled draught of no less than 19.65 metres. “In addition the deep-sea terminals are situated almost directly on the North Sea, so obviating the need for protracted river transport and ensuring fast turnaround times. Moreover, bunkering in Rotterdam is very economical,” says ECT’s commercial executive Florian Vreeburg.

All these advantages have persuaded many deep-sea shipping companies to utilize Rotterdam as their first European port of call. Around 35 percent of scheduled services from Asia - of which no less than half of the scheduled services out of China - begin their European round trip at the container terminals operated by ECT before calling at the other European ports listed on their sailing schedule. Vreeburg: “This makes Rotterdam also the logical point of departure for transhipment to and from the ports not listed in these sailing schedules of the global carriers.”

growing importanceIn recent years an increasing number of shipping lines have discovered that Rotterdam’s advantages as a European feeder hub don’t only hold true for container traffic to and from the United Kingdom and the Iberian peninsula, but also for the ScanBaltic. Cases in point are ports in the Scandinavian countries Sweden and Finland, in the Baltic states of Lithuania, Estonia and Latvia; in Poland and in Russia, including the country’s largest feeder port St Petersburg.

advantages in time and moneyIn view of the relatively long sailing times, the role of Rotterdam as a feeder hub for the ScanBaltic seems rather less logical. But the port’s ‘natural’ advantages (unlimited draught, absence of tide restrictions, favourable location of container terminals) offer an important incentive. Vreeburg: “For scheduled services utilizing Rotterdam as their first European port of call, offloading at ECT and subsequently feedering to the ScanBaltic can yield significant time savings relative to offloading the same cargo at a second or third port of call and then feedering. The Rotterdam option can easily cut transit times by one to two days.” Calculated in terms of total shipping costs between the Asian port of departure and the European port of call - say, the route from Singapore to St Petersburg - transhipment via Rotterdam can also work out cheaper price-wise. Not only that, but offloading as many containers as possible at the first port of call considerably facilitates the ship planning of the deep-sea vessels.

plenty of FacilitiesECT has invested heavily in optimizing its role as a feeder hub. The brand-new Delta Barge Feeder Terminal situated at the tip of the Delta container handling complex was recently brought into operation (see feature page 7). This has created substantial additional capacity for the fast and efficient handling of feeders and other vessels. The new Euromax Terminal situated diagonally opposite the ECT Delta Terminal also offers ample additional transhipment capacity.

Vreeburg: “To further optimize reliability of the feeder product, we in addition have concluded intentional window agreements with the operators of regular feeder services. This enhances handling predictability, which pays off further down the logistics chain in the form of timely arrivals in the feeder ports served by Rotterdam.”

Feeder hub for the scanbaltic

“Feedering via Rotterdam has a financial advantage.

The port, terminals and feeder operators are showing

their commercial competitiveness, especially in these

challenging times. However, we must all make sure

that we also show and convince our mutual customers

that the current flexible and efficient productivity on

feeder vessels is clearly of a structural nature.”

hans van Velthoven, managing director unifeeder

benelux

“For IMCL, Rotterdam has added a new dimension

to our service. Serving the Baltic Sea via alternative

hubs has given our clients the opportunity to expand

their business and find more productive solutions for

their systems. As a port with no ceiling it is definitely

going to be the regional leader in the near future.”

Nakis Kassos, managing director imcl intermarine

container lines

“For us as a European feeder operator, the choice

of port makes no big difference in practical terms.

For our clients however the lower stevedore costs

can be a real reason to opt for Rotterdam.”

erik van dijken, liner manager Fesco esF

“With its improved capacity and the strong support

of the port community, at Team Lines we see

Rotterdam developing into a centre for European

feedering. Team Lines’ traditional service into

Portugal and Spain has already been enhanced by

products into Finland and Russia and we are sure

that more will follow. During these difficult times

there seems to be a more open-minded attitude

as to how business can be streamlined through

Rotterdam.”

stefan marx, executive line manager team lines

19

“For a logistiker such as I, managing DeCeTe is a dream job,” says Stelten, who has been heading the terminal since August 2008. However, his new dream job was not quite as he had imagined it would be. Barely two months following his appointment as managing director, the economy collapsed and volumes dropped. Stelten: “All the same, the idea of inland terminals definitely remains a solid concept. The container terminals in sea ports after all depend on the efficiency of their activities in the hinterland for their growth. Success in this respect is closely related to our ability to offer our clients reliable, professional, frequent and competitive connections to and from the North Sea ports. Its size, location, equipment, human capital, connections and, of course, growth potential make DeCeTe ideally suited to fulfil the function of hub in the Ruhr area. In a radius of 150 kilometres, there are some 30 million people living in this area. The current economic dip does not detract from this whatsoever.”

Quality and price Despite the severe competition in Duisburg (there are five inland terminals in a 20-kilometre radius) DeCeTe is managing to hold its own. “As always, it is about quality and tariffs. Of course, we work with the most experienced

and professional people. But also,” says Stelten as he proudly points to the terminal, “DeCeTe is a nice, slim lady.” In terms of size and layout, DeCeTe is indeed unrivalled: 20 hectares, 4 cranes, a quay spanning almost 1 kilometre and a slim structure which allows for short travel times at the terminal. And, also quite unique, there is still room to expand. Furthermore, the inland terminal can boast excellent connections, be it by train (including the neighbouring DUSS terminal and the planned terminus of the Betuweroute), barge or truck. “But the most important thing of all,” Stelten believes, “is trust.” Because DeCeTe has maintained its scheduled barge and rail connections to Rotterdam and Antwerp, all customers know that they can rely on them. In addition, DeCeTe is open 24/7 and offers a full range of container-related services: depot, repairs, maintenance and the storage of hazardous goods. Stelten: “Furthermore, we are also a shortsea terminal.”

through-connections to 70 destinations DeCeTe can rightfully be called a trimodal terminal. Its direct situation on the Rhine river makes the inland barge connections to Rotterdam unrivalled (sailing time: 17 hours). One-third of the containers passing through the terminal are rail-related. From DeCeTe’s own rail tracks,

ECT’s Hub in Germany

container transport as a convenience product

20

a train for example leaves for Rotterdam’s Maasvlakte (a 5-hour trip) on a daily basis. Stelten: “With that, we serve that segment of the local market in the Ruhr area that wants to receive containers just-in-time. Through the adjacent DUSS rail terminal, we can however also offer onward connections to 70 destinations throughout Europe.” The cooperation between DeCeTe and DUSS is constantly intensifying. A shared area where both partners use the same rail and terminal infrastructure is under construction and will be in use in 2010. “This will further increase the flexibility for our customers when it comes to onward connections.”

listening to customers The current economic crisis also exerts positive pressure: “It provides an opportunity to adjust the organisation, the product, develop new services. That goes beyond clean housekeeping. Everyone at the terminal knows that just getting the job done will not suffice. The key is listening to what customers want and not making mistakes. Our people are highly professional and have an open attitude towards all kinds of changes. Take the new team shift system that we have introduced, for example. We trained our staff last year so that they can operate various kinds of heavy equip-

ment, making them multi-deployable. And because we have exactly defined the work processes, everyone now knows what is expected of them. We have also established Key Performance Indicators. These have shown us that we have successfully boosted the performance per person - and we are just getting started in this respect!”

‘we make it happen’ “Needless to say we benefit from the relationship with ECT,” the terminal manager concludes. “The fact that we are part of their European network, that we are using and implementing more and more of the same standard proce-dures and exchanging data through one system, makes the delivery or collection of a container at DeCeTe just as smooth and efficient as at the deep-sea terminals of ECT in Rotterdam. In combination with our ability to quickly exchange information should any hick-ups occur, this definitely constitutes a major selling point. Because that’s what customers want: make it happen that my container is moved to Duisburg or, the other way around, is put aboard the deep-sea vessel. They want one person to talk with and one tariff. Container transport as a convenience product.”

Johan Stelten: “Needless to say we benefit

from the relationship with ECT.”

one of the most striking aspects when arriving

at decete duisburg, ect’s inland terminal

in the german ruhr area, is its immaculate

appearance: clean, orderly, freshly asphalted.

a picture postcard of clean housekeeping. “you

only get one chance to make a first impression,”

explains managing director Johan stelten.

“the environment we operate in is highly

competitive. appearance matters. the bottom

line however is to convince our customers that

our service is just as immaculate. and we are also

definitely making headway in that respect.”

21

a new rail shuttle linking the ect terminals on the maasvlakte with inland terminal cct in moerdijk port was taken into operation several weeks ago. express containers can now be transported into the hinterland even faster.

New rail shuttle maasvlakte - moerdijk

ECT established a strategic cooperation with the CCT inland terminal in Moerdijk port last year. Moerdijk is situated some 80 kilometers inland, south-east of the Maasvlakte and just outside the Rotterdam region. That makes CCT an ideal hinterland hub for bundling goods flows.

Customers can take delivery here of their containers close to their final destination, so circumventing the motorways to and from the sea port. Furthermore CCT has a fully equipped empty depot. That makes it easy for road hauliers to combine the delivery or collection of a full container with handing in or fetching an empty one, thereby boosting efficiency for all concerned.

inland shipping as basisInland shipping forms a solid basis for the ECT-CCT alliance. An inland barge shuttle operated by Danser ferries to and fro between the ECT Delta Terminal and the Euromax Terminal on the Maasvlakte and CCT in Moerdijk six times a week. But this link may not be fast enough for all containers. For this reason it was decided to deploy an additional rail shuttle, so further enhancing ECT’s flexibility in meeting the needs of its clients.

Fast linkThe new rail shuttle linking the ECT terminals on the Maasvlakte with Moerdijk has been operational since early March. The shuttle always starts at the Euromax rail terminal. After a stop at the ECT Delta Terminal the shuttle proceeds directly to CCT in Moerdijk (and vice versa) with a transit time of less than two and a half hours. CCT is equipped with its own rail facilities, including a bridge crane

for the speedy offloading and loading of containers.

towards a daily serviceVeolia is the traction supplier for the new rail shuttle, which will in the first instance operate three times a week. Depending on the availability of cargo, the aim is to step up the frequency as quickly as possible to a daily service.

the operator for the new maasvlakte - moerdijk rail

link is tCt venlo. this fully-owned subsidiary of eCt has

wide ranging knowledge and expertise in the operation

of rail shuttles between rotterdam and venlo in the

south-east netherlands. Containers may be booked onto

the moerdijk train via tCt venlo on telephone number

+31 (0)77 324 19 67 or e-mail info@tctvenlo.nl. it’s also

possible to book via the new, central desk of eCt’s

european gateway services, telephone +31 (0)181 27 83 08,

e-mail egsplanning@ect.nl.

want to book containers on the New rail shuttle?

A transit time of less than two and a half hours

22

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

How do they experience living and working here?

my favourite spot in rotterdam i like the erasmus bridge, the landmark in downtown rotterdam; the city centre by the way is very quiet when compared to downtown seoul.

The Erasmus Bridge is a landmark for rotterdam

The main difference between Rotterdam and my hometown Particularly in comparison to Seoul, there is much more room for nature here.

Favourite neighbourhood My favourite neighbourhood is Kralingen, where I lived from 2002 to 2005 during my first period in Rotterdam as operations manager for Hanjin. The neighbour-hood was very helpful to us newcomers.

Favourite bar-restaurant I like café-restaurant ’t Vliegveld near the office of Hanjin in the Waalhaven and, just down the road in Heijplaat, café-restaurant Courzand.

Favourite shop ‘De Bijenkorf’, a big department store in the centre of Rotterdam. Together with my wife, I also regularly visit Alexandrium,

a large shopping mall on the edge of town.

Must-see or must-do in Rotterdam Of course, the first thing I show my family and friends is the new Euromax Terminal. To see the famous Dutch windmills I take them to Kinderdijk, a couple of kilometres to the east of Rotterdam. That is also a good intro-duction to Dutch culture.

Favourite sporting event I am a huge soccer fan. Almost every Sunday, I play in the seventh team of CKC. In addition to this, I regularly play golf at golf club Comstrijen in Numansdorp, just south of Rotterdam. That does how-ever mean my weekends are busy.

Typically Rotterdams I am proud to be able to work in the Rotterdam port, which is the hub in North-west Europe.

I think it is the most advanced and developed port in the world.

Hard to get used to We never say ‘no’ in Korea, and especially not to people who are older. When I first came to Rotterdam in 2002, it was very strange to notice that things here are different in that respect. People are very direct.

What I miss in Rotterdam Nothing in particular, although I do of course miss my mother and family in Korea. In addition, it is very important to me that my wife and children enjoy living in Rotterdam. My children attend the international school here.

My ‘secret’ tip Anyone active in the fields of shipping and logistics should personally see and experience Rotterdam.

M Y R O T T E R D A M

name s.s. shin ComeS From kwang hwa island, south korea proFeSSion on behalf of hanjin shipping, i have been the joint representative of the Ckyh alliance regarding operations at the euromax terminal since July 2008 liveS Capelle a/d iJssel, right next door to rotterdam

23

“Zero nine zero;” pilot richard houweling instructs the helmsman of the Cosco melbourne, a feeder of 2700 teu heading for the entrance of rotterdam port. it’s busy. directly after his arrival on board a few minutes ago at 14.00 hours, houweling consulted with captain Petrov, and opted to deploy two tugs to guide the melbourne to its moorings at the euromax terminal. at the port mouth the two kotug tugs make fast to the vessel (14.55 hours) and cut its power. a little while later the Cosco melbourne turns easily into the yangtze harbour basin, coming to a halt before the quay after which the tugs nudge it neatly into place against the side. at 15.40 hours the first containers are offloaded. “Perfect weather today,” comments houweling. “But it can get very rough. then you have to keep your wits about you.”

the 220 pilots employed by the rotterdam pilotage service are charged with guiding

port traffic smoothly, cost-efficiently and above all safely. it’s no easy ride to qualify. minimum requirements are a master of all ships diploma and at least two years at sea.

that’s followed by an one year internal training course and an exam. newly-qualified pilots start with vessels of 100 metres and ‘grow’ 25 metres a year. “any pilot in the entire rotterdam port can pilot vessels of up to 200 metres,” houweling explains. “in excess of 200 metres various specialisations are required depending on the sailing area. as pilots we are constantly busy improving the service we offer. to that end we are making major investments in modern tenders and helicopter guidance systems.”

link in the logiStiCS Chainrichard houweling (50), the Netherlands, pilot in rotterdam port

‘We are constantly investing in improving our services’