Annual Report 2006

accelerating
Annual Report 2006
2 Preface
4 Spectacular growth in 2006
6 Strong pillar of regional economy
8 Port moving west
12 Entering the port
16 Energy
24 More intensive land use
28 Containers
30 New space in use
34 Accessibility
40 Sustainable port
44 Port of Amsterdam
46 The figures

2
reface
cAnAl lock IJMUIDEn
The Annual Report 2005 was entitled ‘Upbeat to acceleration’. And we were not
exaggerating one bit, as it has turned out. In 2006, the Amsterdam Ports (the
Port of Amsterdam plus three nearby North Sea canal ports) ranked among the
fastest-growing ports in Northwestern Europe. Last year, cargo throughput in
the Amsterdam Ports increased by 12.7% to more than 84 million metric tons.
The Annual Report 2006 is therefore entitled Accelerating. It takes you on a guided
tour of the Port of Amsterdam, providing an overview of the most important
developments in 2006 by highlighting the various port sections.
AMERIkAhAvEn
AfRIkAhAvEn
hEMhAvEnS
WESThAvEn
IJhAvEn
MInERvAhAvEn/coEnhAvEn

In 2006, the growth achieved by the Amsterdam
Port Area can be almost entirely attributed to the
expansion of activities in the Port of Amsterdam,
where cargo throughput rose by 13.4% to over
61 million metric tons. In Amsterdam, oil products
are one of the two booming sectors, growing by
22% to more than 23 million tons. The other rapid
grower is the container business, of course. While
the volume of containers transshipped at the Port
of Amsterdam is still limited (3.3 million tons), the
growth in this sector can only be described as
spectacular (from 66,000 to over 300,000 TEUs).
Naturally, the cargo throughput in Amsterdam is
very much linked to the local capacity for storage
and transshipment. For example, the recent investments
in the container terminal are now being
reflected in the volume of containers handled by
Amsterdam. More good news is that investments
in container terminal capacity are continuing at
an increased rate. In the year under review, the
Port of Amsterdam leased out an impressive 80
hectares of land (gross), which well exceeded
the annual average of 25 hectares seen over many
years. Important transactions were the lease of
28.7 hectares to LBH/Rietlanden (for a new coal
terminal in the Afrikahaven); 14 hectares to
Handelsveem; 6.5 hectares to Oiltanking (which
is further expanding its business); as well as
9 hectares to Greenmills. These developments
mean that the transshipment of coal and oil products
will continue to grow in the coming years.
Beyond that, the transshipment of bio-fuels will
(partly parallel to the gasoline market) take off as
a result of three initiatives taking shape in the port.
In container transshipment, developments in recent
months have shown that the Netherlands requires
at least two but perhaps three full-fledged container
ports to accommodate the strong growth in
container shipping and to retain its market share.
Remarkably, it is taking a long time for all participants
in this chain to adjust their policies to the
new reality. I expect the container business in
Amsterdam to grow to 500,000 TEUs over 2007,
and that new container shipping services will begin
using Amsterdam in the future.
The Ceres Paragon container terminal benefits the
regional economy on two fronts. First of all, local
companies are now making considerable savings on
delivering goods to our seaport and picking them
up here (reducing before-and-after transport).
Beyond that, the large number of containers handled
by this terminal is providing work for the local logistics
and distribution sector. An example of this is
a phased plan by a well-known property developer
to build a 110,000-square meter ultramodern distribution
center in Atlaspark on a risk-bearing basis.
The continuing expansion at the port is also placing
heavy demands on the port authority. We will have
to put in an even greater effort to create optimum
conditions for our customers. To further improve
the port’s accessibility, the port authority is pushing
vigorously for the speedy construction of a second
major canal lock in IJmuiden, where the North Sea
Canal discharges into the North Sea. The Port of
Amsterdam and the Directorate-General for Public
Works and Water Management will have to jointly
develop methods for realizing this project as quickly
as possible and on budget. Working under increased
pressure only enhances our capacity for innovation,
which has yielded substantial benefits
in recent years.
Furthermore, in all aspects of our operations, the
subject of sustainable development will figure
even more prominently. As a port, we aim to play
a pivotal role in the regional, national and international
economy. But we can only continue to do
so, if we operate in a future-oriented fashion.
Finally, I would like to thank the entire staff of the
Port of Amsterdam for all their hard work and dedication
over the past year.
hans Gerson
Executive Director and CEO

pectacular
rowth in
006
■
■
■
■
■
■
■
■
■
■
The amount of goods handled by the Amsterdam
Ports grew by almost 1 % from 75 million tons (2005)
to more than 84 million tons (2006)
The amount of goods handled by the Port of
Amsterdam grew by over 1 % from 54 million tons
(2005) to 61 million tons (2006)
Spectacularly, the volume of containers moved
through the Port of Amsterdam jumped by 60%
from 66,000 TEUs (in 2005) to 306,000 TEUs (2006)
The volume of oil products handled by the Port
of Amsterdam rose by 22% from 19.1 million tons
(2005) to 23.4 million tons (2006)
The number of sea ships received by the Port of
Amsterdam rose by 12% to more than 5,700 in 2006
The gross amount of land leased out by the Port of
Amsterdam increased from an average of 25 hectares
per year to 80 hectares in 2006
The number of passengers aboard sea cruise ships
visiting the Amsterdam Ports grew by over 12% to
190,000 in 2006
The number of passengers aboard river cruise ships
climbed by more than 65% to 160,000 in 2006.
The Amsterdam Port Area creates employment for
5 ,000 people.
The profit made by the Port of Amsterdam rose by
6% to EUR 29.3 million.

90
80
70
60
50
40
30
20
Transshipment Port of Amsterdam
and Amsterdam Ports (x 1,000 tonnes)
Port of Amsterdam Amsterdam ports
1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006
60
50
40
30
20
10
0
Transshipment by category of assets
Port of Amsterdam
1995 2000 2005 2006
Oil products 7,094 11,207 19,131 23,428
Coal 4,760 11,289 12,597 12,314
Agribulk 7,529 10,044 8,299 8,085
Sand, granit and
industrial minerals
3,952 4,623 6,707 7,325
Containers 1,111 782 925 3,257
Other 6,778 6,669 6,160 6,602
Total 31,225 44,614 53,819 61,011
Import and export Amsterdam Ports
Import Export Total
Source: Port of Amsterdam ZHG-system
2005 2006
5

trong pillar
f regional
6
conomy
The Port of Amsterdam increasingly serves as an engine for the regional economy.
Generating a direct and indirect turnover of EUR 5.2 billion, the Port plays an
important role in the economic development of Amsterdam, its surrounding area,
the Netherlands and Europe. In 2006, the Port contributed EUR 29.3 million to
Amsterdam’s city coffers (local government). The Port provides work for tens of
thousands of people with widely varying levels training and education. In 2005, the
number of Port-related direct and indirect jobs was 53,000 (the latest available figure).
The Port of Amsterdam is one of the five main pillars
of the regional economy. The other four are the
ICT sector, Schiphol Airport, business-to-business
services and tourism. One advantage of portconnected
activities is that they are less susceptible
to economic slowdowns, as its recent track record
shows. The robust nature of the Port economy can
be attributed to the wide diversity of goods
moving through the port facilities, as well as to the
continued growth of the maritime shipping industry.
A few important trends and developments are
having an impact on the position of the Port of
Amsterdam:
■
■
■
Strong international growth of maritime
shipping (sea transport)
This is driven by the rapidly expanding economies
of Eastern Europe, China and other countries.
Maritime shipping in general is expected
to double in the near future, while container
shipping is forecast to see a growth of 8% a year.
Globalization and greater economies of scale
Shipping companies and logistics providers are
becoming global players, whose negotiating
powers are on the increase. To secure sufficient
influence, the Port of Amsterdam is strengthening
cooperation with other seaport authorities and
hinterland regions.
Growing focus on sustainable development
consumption of energy and raw materials; greater
use of physical space; as well as increased
pressure on the environment. As a result, the
subject of socially responsible entrepreneurship
has come into even sharper focus.

On the one hand, the Port of Amsterdam must
maintain its competitive strength and retain its
market shares in the healthy profit-generating
goods segments. Only then can it continue to be
an economic engine and provide jobs and revenue.
On the other hand, port-related economic activities
need to take place in a socially responsible and
environmentally friendly manner. In 2006, the Port
of Amsterdam was active on four fronts: the market,
physical space, better access and sustainability.
The market
In 2006, the emphasis was very much on strengthening
the Port of Amsterdam as an international
logistics hub, with the aim of maintaining its longterm
competitive strength and providing top-quality
infrastructure and facilities. To that end, Amsterdam
needs a greater number of ships and bigger volumes
of cargo. Greater economies of scale allow us to
charge customers competitive rates for nautical
and logistics services. Likewise, this makes for
attractively priced raw materials and components,
which are used by manufacturing companies in
the port area. Also, greater economies of scale
make it possible to provide efficient and very
frequent services to hinterland destinations.
On many fronts, the Port performed particularly
well in 2006. The container sector and the energy
business (oil, coal and renewables) in particular
grew strongly. In addition, more ships called at the
Port of Amsterdam.
To serve the rapidly growing Asian market better,
the Port of Amsterdam opened a permanent office
in the Chinese city of Shanghai in 2006. Since
early 2006, two container shipping services between
Europe and Japan and China have used the Ceres
Paragon terminal.
In the Hamburg-Le Havre range of ports, the
Amsterdam Ports (the Port of Amsterdam plus
three nearby North Sea canal ports) market share
grew from 7.0% to 7.5%. Equally noteworthy,
Amsterdam Ports has now become the fourthlargest
port in Northwestern Europe.
Physical space
The amount of land leased out by the Port increased
substantially in 2006. Some 80 hectares (gross)
were allocated to companies active in the port area,
whereas the annual average over the past ten
years had hovered around 25 hectares. The Port
is carefully husbanding its land resources using
various means: utilizing space intensively and
optimally; buying back sites no longer used; as
well as restructuring existing sites. In 2006, 23.7
hectares of land leased out concerned restructured
sites. Most of this went to Handelsveem in the
Westhaven (13.6 hectares) and Greenmills in the
Hornhaven (9 hectares).
Companies have shown a keen interest in Atlaspark
– the last port section where (dry) land is still
available. In 2006, the Port began discussions on
the construction of a distribution center in Atlaspark
with the property developer David Hart Vastgoed
Groep, reaching an agreement early 2007.
Better access
An international logistics hub requires very good
infrastructure in terms of quality and capacity.
That applies to both the water-related and the
land-related facilities. In 2006, much progress
was made in improving the port’s accessibility.
The IJgeul canal was both deepened and extended.
(The IJgeul canal forms the link between the
sea and the North Sea Canal, which runs all the
way to Amsterdam.) Furthermore, much preparatory
work was done to bring forward the decision
to build the much-needed second canal lock in
IJmuiden (where the North Sea Canal discharges
into the sea) from 2008 to the first half of 2007.
In terms of land-based facilities, the Port of
Amsterdam is working hard to make more
intensive use of the existing infrastructure for
transport to and from the hinterland. In doing
so, the Port is moving away from road transport
toward more sustainable modes of transport –
namely barging, short-sea shipping and rail transport.
In 2006, various services to the hinterland
by inland waterway and rail were made more
frequent and were expanded. On top of that,
AMSbarge was launched: in the northern part
of the Randstad area, a barge sails between the
Port of Amsterdam and companies located along
canals/rivers to pick up and deliver containers.
Finally, Port of Amsterdam, together with the
Port of Rotterdam and ProRail (responsible for
the Dutch rail infrastructure) took a 15% stake
(to a maximum of EUR 3 million) in Keyrail – the
company set up in 2006 to operate the Betuwe
Line, which is a dedicated rail line for goods
transport to the German Border.
Sustainability
In 2006, the Port of Amsterdam launched many
projects to promote sustainable development.
After all, the Port can only remain a cornerstone
of the regional economy, if it operates in a socially
responsible and environmentally friendly fashion.
The Port of Amsterdam takes a sustainable approach
to land use; the transport of people and goods;
fuel consumption; air quality; (the prevention of)
soil contamination; as well as job creation for a
diversified workforce. One example of sustainable
development is the creation of a large wind farm
in the port area. Further to that, Greenmills will
recycle organic waste flows to produce bio-fuels.
Also, Harvest Energy concluded a contract for the
construction of a bio-ethanol plant in the port area
(also see page 40).

8
ort
oving
est
IJhaven
The Port of Amsterdam is slowly moving westward. Not that long
ago, the Eastern Port Area was “given back” to the local government
for housing construction, economic activities and other purposes.
Other port sections – the IJ-Oevers and North Amsterdam – are now
following suit and are proving to be much sought-after places to
live and work in.
PoRT AUThoRITy offIcE
cEnTRAl STATIon
PASSEnGER TERMInAl
AMSTERDAM (PTA)

cruise shipping
Cruise shipping is the only portrelated
activity that remains in
downtown Amsterdam. And for
good reason. Amsterdam’s historic
city center is a very popular
destination for cruise ships. Adding
to downtown Amsterdam’s
appeal is the Passenger
Terminal Amsterdam (PTA) at
the IJhaven (IJ Port), which is a
wave-shaped landmark building.
In 2006, 92 sea cruise ships visited
Amsterdam Ports. In 2006, the
number of passengers on board
was about 190,000 – up more
than 12% in comparison to 2005.
The strong growth in the number
of passengers is not immediately
reflected in the number of sea
cruise ships because these vessels
are becoming ever-bigger
in size.
The river cruise market is also
booming. In 2006, 1,085 river
cruise ships called at the Port.
In 2005, the figure was 771.
Likewise, the number of passengers
jumped from 96,000 in 2005
to 160,000 in 2006, which is a
staggering increase of 65%. The
number of cruise ship calls booked
so far for 2007 indicates that
the number of vessels and passengers
will exceed those in 2006.
9

10
1,400
1,200
1,000
800
600
400
200
0
cruise ships Port of Amsterdam and Amsterdam Ports
Total cruise ships
2000 2001 2002 2003 2004 2005 2006
2000 2001 2002 200 200 2005 2006
Sea cruise ships Port of Amsterdam 102 106 70 86 91 88 76
Sea cruise ships Amsterdam Ports 112 125 75 104 109 114 92
River cruise ships Port of Amsterdam 507 639 724 670 717 771 1,085
Total cruise ships 619 6 99 826 885 1,1
Source: The system of ZHG / PTA / ACP

400,000
350,000
300,000
250,000
200,000
150,000
100,000
50,000
0
cruise passengers Port of Amsterdam and Amsterdam Ports
2000 2001 2002 200 200 2005 2006
Sea cruise passengers Port of Amsterdam 100,624 96,101 76,384 96,113 101,261 122,105 122,410
Sea cruise passengers Amsterdam Ports 142,781 165,381 121,419 174,526 174,316 169,287 190,000
River cruise passengers Port of Amsterdam 61,817 78,905 90,599 81,935 88,264 96,681 160,000
Total cruise passengers 20 ,598 2 ,286 212,018 256, 61 262,580 265,968 50,000
Total cruise ship passengers
2000 2001 2002 2003 2004 2005 2006
Source: The system of ZHG / PTA / ACP
11

ntering
Minervahaven - coenhaven
he port
12
EGGERDInG
IGMA
AMfERT
cARGIll
DEDATo
vAn GAnSEWInkEl
oUDE hoUThAvEn

stadhaven
minerva
Stadhaven Minerva (Minerva
City Port) forms a transitional
area between the flourishing port
area around the Coenhaven and
the Houthaven, where housing
construction is planned. In 2006,
Stadhaven Minerva continued
to move forward. This location
used to be called Minervahaven.
In the past, it served as a timber
port facility, but the volume of
wood products handled here has
dropped off sharply. Accessibility
is not up to modern standards.
The Port of Amsterdam has
given it a new name, Stadhaven
Minerva, and a new destination.
Stadhaven Minerva is developing
into a business park for creative
and artisan-style companies
operating in a mixture of old
industrial buildings and new
daringly designed facilities.
Stadhaven Minerva will serve as
a buffer between the urban areas
to the east and large-scale portrelated
industry to the west.
In 2006, the Port discussed its
plans with the existing companies
at this location; developed detailed
spatial plans; and began a
marketing campaign for the area.
Among the new arrivals are
Dedato ontwerpers & architecten
(design and architectural firm),
Barts (produces clothing accessories
for winter sports) and The
Hilt (produces children’s clothing).
Moreover, the Houtpark
multi-tenant building, located
on the Archangelweg, has become
operational.
1

1
‘Stimulating ambiance’
Creative people and companies are always on the lookout for an
environment that is a bit different – a place where they can be
pioneers of sorts. They draw inspiration from old churches, school
buildings, factories and industrial sheds. This is no longer possible
in the historic city center, where everything has been developed.
In fact, a workspace in an old canal-side building is now seen as a
status symbol. That’s not what we’re after. We want to project a sense
of creativity and also have enough space to show the things we can
do. We are keen to work in a place that fits in well with our vision:
blazing a trail and discovering locations not yet chanced upon by
others. Here we see so many opportunities to create studios and
other ateliers as envisaged by us.
In Stadhaven Minerva, we have constructed a robust building using
a concrete modular system, but adjusted to our specific needs
and kept somewhat rough to project a sense of power. We have an
unobstructed view all around us, which provides us with light,
fresh air and a feeling of dynamism. Stadhaven Minerva is the perfect
place for us and is not so far away from the city center. At this location,
we’re now also realizing buildings for other companies, which, just
like us, are keen to experience a sense of freedom.
Peter van Dijk
Managing Director of Dedato ontwerpers en architecten
Dedato designs buildings, websites, posters, books and brochures.

The western quay of the Mercuriushaven, also known as the Coenhaven area
Welcome to the Mercuriushaven (Mercurius Port)! On the western quay of the
Mercuriushaven are three major manufacturing companies: IGMA, Cargill en
Amfert. You can see the Amfert site and various Cargill plants.

15
energy
Hemhavens
Amsterdam is an energy port. This is best exemplified by the Hemhavens,
which have coal and oil-storage facilities and a power plant. In 2006,
Amsterdam’s function as a energy port received a further boost when the
volume of oil products, coal and bio-fuel handled here grew further. Oil
products and coal now account for 70% of transshipment operations in the
Port of Amsterdam.
16
ICOVA
CHEMTURA
EUROTANK
VOPAK
ELEKTRICITEITsCENTRALE
HEMwEG

‘very customer-oriented’
Vopak has operated from the Port of Amsterdam
for years. So far, we’ve only had a small-scale
facility in the Petroleumhaven, but this is going to
change. In 2006, we signed a declaration of intent
for the construction of a new oil terminal. Demand
for terminal capacity is on the up, partly as a result
of a growing demand for cleaner fuels such as
bio-fuels.
Why have we decided on Amsterdam? Amsterdam
is located in the heart of Northwestern Europe,
and the Port of Amsterdam is offering us a fantastic
location with good access from the water. Here
we will able to realize our plans for a cutting-edge
terminal. I’m particularly pleased with the cooperation
provided by the Port of Amsterdam. They
are very customer-oriented, are prepared to jointly
find solutions and are showing great enthusiasm
for further development of the port. The Port of
Amsterdam is big enough to make great strides
forward, yet small enough to maintain personal
ties with.
We will be building in the Afrikahaven next to
Ruigoord –the artists’ community. It was great fun
to join a meeting of the Port Club in the Ruigoord
Church there. All stakeholders in the Port were
present and could meet the artists living and working
in Ruigoord, which is a unique spot in the port
area.
Our company is active around the world, operating
75 terminals in 33 countries. It’s very exciting
for me to now develop a new terminal in my own
country – the first new Dutch Vopak terminal to
be built since the 1970s. We’re going to turn an
empty piece of land into a fully functioning facility,
where I’ll be able to stand on the jetty to welcome
the very first tanker. What could be more
exciting than that?
hari Dattatreya
Commercial Director for
Royal Vopak’s Oil Division
1

oil
Increasingly, Amsterdam is used
for storing and blending oil products
before they are sent on their
way to their final destinations.
Without much pomp and circumstance,
Amsterdam has been
evolving into in a global hub for
the transshipment and storage
of oil products, such as gasoline
(petrol) and aviation fuel. The
volume handled by the Port of
Amsterdam grew by 22% from
19.1 million tons in 2005 to 23.4
million tons in 2006.
Developments in 2006 indicate
that Amsterdam has retained its
position as a global hub. In 2006,
the multinational Royal Vopak –
now located in the Hemhavens in
Amsterdam – signed a declaration
of intent for the construction of a
new oil terminal on a 35-hectare
site in the Afrikahaven. Beyond
that, in 2006, other operators
of oil terminals in the Port of
Amsterdam – Oiltanking, BP,
Eurotank (previously Europoint)
and Valero LP (Kaneb) – began
implementing expansion plans.
In all, current capacity is expanding
by 50% at a cost of EUR
500 million.
26,000
24,000
22,000
20,000
18,000
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
Transshipment oil products Port of Amsterdam
(x 1,000 ton)
1990 1992 1994 1996 1998 2000 2002 2004 2006
19

The western quay of the Usselincxhaven
Here we find EuroTank, which brings oil products up to specification using local
components. The photo shows the massive storage tanks containing oil products,
as well as ships being loaded with cargo destined for United States, West Africa
and other parts of the world.

green
energy
In 2006, the Port of Amsterdam
took an important step forward
with respect to green energy.
The Port and Harvest Energy,
located in the Amerikahaven,
signed a contract for the construction
of the first bio-ethanol
plant in the Netherlands. In addition,
the Port of Amsterdam
began preparing the Greenmills
site in the Westhaven for the
construction of a plant that will
produce renewable energy using
organic waste flows. Equally
noteworthy, a start was made
with the creation of a wind farm
in the port area – the secondlargest
in the Netherlands. In
2007, this wind farm will be expanded.
(More on green energy
can be found on page 40.)
21 22

coal
In 2006, coal throughput in
Amsterdam Ports rose by over
3% to 19.6 million tons, whereas
coal throughput in Port of
Amsterdam slightly decreased
by 2% to 12.3 million tons.
Amsterdam Ports are now the
second-biggest coal port in
Europe, after Rotterdam. Most
the coal used in Western Europe
is not mined locally, but is imported.
Coal exports – particularly
to Germany – are expected
to continue growing.
For this purpose, two coal terminals
in the Port of Amsterdam
have expanded substantially.
Almost 10 hectares – on the last
available plot of land on the old
Ford site in the Westhaven – have
been added to the coal terminal
operated by OBA. Moreover,
LBH/Rietlanden built an ultramodern
coal terminal on a
30-hectare site in the Afrikahaven.
At the end of 2006, this coal
terminal became operational and
began serving coal-carrying
ships. To prevent dust nuisance,
the new coal terminal has been
equipped with a dust-monitoring
system, which is new to
Amsterdam (also see page 42).
In the Port of Amsterdam, coal
is not only transshipped and
transported to the hinterland.
About 1.5 million tons of it is
used locally – for the Dutch
energy supply. Using a conveyor
belt, this amount of coal goes
directly from OBA to the power
plant in the Hemhavens. The
Hemweg Power Plant, as it is
called, produces 1,200 megawatts
of electricity and serves
about 1 million households in
Greater Amsterdam.
As a fuel, coal is very much in
development, becoming an
ever-cleaner fuel thanks to the
use of clean-coal technology
(gasification). To reduce carbon
emissions, research is being
conducted into subterranean
CO2 storage. There are still
abundant supplies of coal
around the world.
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
Transshipment coal Port of Amsterdam
(x 1,000 ton)
1990 1992 1994 1996 1998 2000 2002 2004 2006
2

ore
ntensive
se
2
Westhaven
The Port of Amsterdam is expanding. This is being reflected in a
greater demand for storage facilities, transshipment facilities and
sites for companies that process the raw materials coming in.
However, the amount of available land is scarce. But the Port is
making smart and intensive use of existing land space and quays.
Many examples of this can be found in and near the Westhaven.
WATERlAnD TERMInAl
kooPMAn cARTERMInAl
oBA
vAlERo lP (kAnEB)
hAnDElSvEEM
vck
GREEnMIllS

The western quay of the westhaven
A large part of the Westhaven (West Port) has been or is being restructured. The
Westhaven is used for the transshipment of general cargo, ro-ro cargo (wheeled
freight), coal and cocoa; as well as the storage of cocoa. What you are seeing are
the waterlandterminal and the Cargill orange juice plant.

scarcity
Companies are either using almost
all the “wet” sites (adjacent
to water) in the port area or have
taken an option on them. At the
end of 2006, only some 40 hectares
of land near the water were still
to be had. “Dry” sites (away from
the water) can only be found in
Atlaspark.
The Port of Amsterdam is constantly
seeking to make the best
use of the land at its disposal:
using the space efficiently; buying
back sites no longer used;
as well as restructuring existing
sites. Between 1990 and 2006,
the Port not only leased out 473
hectares of land (gross amount),
but also freed up 321 hectares
by restructuring existing sites
and making more intensive use
of them. By taking this smart approach,
the Port made an extra
23.7 hectares available in 2006.
smart
solutions
For the timber companies coming
from Stadhaven Minerva (which
has a new function now; also
see page 13), a new location has
been found on the former Nissan
site behind the Waterlandterminal.
Because these timber companies
only receive ships occasionally,
they will move to a location a bit
further away from the water. At
the new site, they will be able to
make use of the Waterlandterminal
to bring in wood products.
The Waterlandterminal is a paragon
of efficiency. In all weather
conditions, this covered terminal
can handle sea ships carrying
sensitive materials while keeping
the cargo dry and then transfer
the cargo to other modes of
transport bound for the hinterland.
In other words, the ships
served here do not suffer any
weather-related delays. Various
modes of transport – inland-waterway
barges, trains and trucks
– connect directly with the terminal.
Among the customers using
Waterland is the nearby Hitachi
site in what is an excellent example
of interconnected port activities.
The Waterlandterminal is a great
success. In 2000, a second terminal
was added to the facility. And
plans are afoot to build a third. In
the year under review, Waterland
handled 1 million tons of cargo
carried by 378 ships – up 6% in
comparison to 2005.
The Port of Amsterdam has redeveloped
the site previously
used by the now bankrupt bitumen
producer Smid & Hollander.
Together with a bankruptcy trustee,
the Port of Amsterdam temporarily
ran the terminal for oil
products at this location, which
could be sold as a fully functioning
facility to Valero LP (previously
Kaneb). Moreover, in 2006, Valero
began implementing its expansion
plans. The Port of Amsterdam is
contributing to this endeavor by,
for example, dredging the
Sonthaven, which will enable
Valero to receive tankers at this
location.
25
26
restructuring
A 13.5-hectare site once used for
the Ceres Amsterdam Marine
Terminal in the Westhaven was
again leased to Handelsveem. By
reorganizing the layout of the location
and swapping plots between
companies, the Port ensured more
efficient use of this tract of land.
The 9-hectare site in the Hornhaven,
where Greenmills will set up shop,
was handed over in good condition
by the previous tenant, General
Electric Plastics. The location could
immediately be prepared for use
by Greenmills. In another case,
the Port of Amsterdam bought
back a 7.5-hectare site on the
Ankerweg from a company that
was no longer making use of this
piece of land. It was then leased to
the Heijmans construction company,
which intends to create a
new site here.
The site in the Westhaven that
was once home to the Ford plant
went unused for a fairly long time.
In 2006, the 25-hectare location
was leased to the coal companies
OBA and ACP, which have used
the area to realize their expansion
plans.
In 2006, our restructuring efforts
also took place outside the
Westhaven. For example, the
Port of Amsterdam took back a
14-hectare site in the Vlothaven
in order to restructure and regenerate
it. At the beginning
of 2007, the land was leased to
Igma and USA. Igma also has
plans to use its existing site more
intensively.
The tank storage company
Oiltanking in the Amerikahaven
not only expanded its facilities on
a plot of land added to its current
site, but also began using its existing
space more efficiently and
constructed extra tanks here. And
thanks to the newly built
Texashaven, Oiltanking has acquired
extra capacity for loading
and unloading, which provides for
greater throughput per hectare.
improvements of
port infrastructure
The Port aims to ensure that
available quay areas are used
optimally and are expanded
where possible. In 2006, the Port
of Amsterdam invested EUR 38
million in improving the port infrastructure.
That is EUR 11 million
more than in 2005. The most important
investments concerned
the first phase of a new coal terminal
in the Afrikahaven (EUR
6.4 million), the construction of a
new quay near the old Ford site
(EUR 5.5 million) and the broadening
of the quay near the
Passenger Terminal Amsterdam
(EUR 4.9 million).

new
locations
Even with the all the measures being
taken – buying back old sites; making
more intensive use of locations; restructuring
old sites; as well as applying
other innovative solutions such as
multilayer storage – it will be impossible
to accommodate future growth
within the current port area. The Port
of Amsterdam is therefore exploring
opportunities for developing major
port facilities in the Amsterdam North
Sea Canal Area.
‘I feel very much at
home in Amsterdam’
We process vegetable oils and fats brought into
Rotterdam from around the world. There the cargo
is loaded onto barges. In the next phase, the cargo
is put into trucks, which then transport it to our
current site in the village of Lijnden. Lijnden has
no rivers or canals, and there is no space for us to
expand. So we’re now moving to a 9-hectare site
in the Hornhaven in Amsterdam, which is just excellent,
all the more because of a major road being
built there – the Westelijke Randweg. We will be
located on the water, which will allow us to ship our
products in by barge. At the moment, we still
have to put in a huge logistical effort at a cost of
EUR 3 million a year. Moreover, thanks to the new
situation, we will be able to move other companies
that make up our group, to Amsterdam as well.
The Amsterdam location will provide enough space
for expansion – something that is impossible at
our current sites. Amsterdam has enough space
for storage Finally, we will be building a new biodiesel
plant, complete with a tank park – for the
exclusive production of compost, bio-diesel, biogasoline
(bio-petrol) and biogas. There’s a huge
demand out there for bio-fuels, which is driven by
the Dutch government’s objective of raising the
level of renewable energy consumption to 20%.
We’ve also taken a hard look at Rotterdam. But
Amsterdam has grown on me. I wouldn’t want to
be anywhere else.
Peter Bakker
Managing Director/Owner of a number of private
limited liability companies that make up Greenmills
2

28
Amerikahaven
ontainersIn 2006, container transshipment in Amsterdam took off in a big way.
The main driving forces are the rapidly growing economies of
Eastern Europe and China. The Amerikahaven is abuzz with activity.
The Ceres Paragon container terminal is in full swing. The terminals
operated by Waterland, USA and VCK are handling – in addition to
general cargo – growing numbers of containers.
cERES PARAGon TERMInAl
vooRBIJ BETon
USA
hITAchI
BP
SIGMA
cARGIll
hARvEST EnERGy
fETIM
AfvAl EnERGIE BEDRIJf (AEB)
oIlTAnkInG

‘what could be better?
Containers delivered
to my doorstep’
Each year, we ship in some 3,500 TEUs of goods. We used to transport
our containers and an ever-smaller volume of general cargo to
Amsterdam by way of Rotterdam. But it’s much easier for us to use
the Ceres terminal here. We’re practically neighbors. For a while,
we took a wait-and-see attitude toward Ceres. Would everything go
smoothly there? But now we’re using this facility for all our goods
coming from the Far East. The more our goods come in via Ceres,
the better it is for us. They also deliver the containers to our site –
a unique service that is very much appreciated. Ceres also provides
other services, including checking containers for escaped gas. This
is being done by a contractor hired by Ceres. What could be more
efficient than having the containers delivered to your doorstep and
organizing things locally? We occupy an attractive location in the port
area – near the Amerikahaven and close to Ceres and access roads.
Admittedly, accessibility of this area is increasingly under pressure
because of traffic congestion. But that does not really affect us yet;
our trucks leave very early in the morning. That said, we are looking
forward to this major new road – the Verlengde Westrandweg – which
will improve access further.
Jurjen Kolmer
Logistics Director for Fetim BV,
a wholesaler in materials for construction and home improvement
(DIY materials)
The western quay of the Amerikahaven
The western quay of the Amerikahaven (Amerika Port) is home to container transshipment; food
manufacture (Cargill, Dutch Chocolate and others); distribution activities (Fetim); and, in the future,
bio-fuels production (Harvest Energy). The eastern quay is primarily used for sand, gravel and concrete
products, as well as recycling activities. You can see the Ceres Paragon Terminal and the UsA
Terminal.

3,500
3,000
2,500
2,000
1,500
1,000
500
0
320,000
300,000
280,000
260,000
240,000
220,000
200,000
180,000
160,000
140,000
120,000
100,000
80,000
60,000
40,000
20,000
0
Transshipment containers Port of Amsterdam
(x 1,000 ton)
1990 1992 1994 1996 1998 2000 2002 2004 2006
Transshipment containers Port of Amsterdam
(in TEU’s)
1990 1992 1994 1996 1998 2000 2002 2004 2006
Container transshipment grew
explosively, jumping from
66,000 TEUs in 2005 to 306,000
TEUs in 2006. The biggest
increase took place in the first
half of the year. The main reason
for that was the inclusion of the
Port of Amsterdam in three intercontinental
services between
Europe and China, Japan and
South America, respectively.
Unfortunately, the service to
South America was discontinued
because the quantity of
cargo bound for that continent
was insufficient. The other two
services fared very well. A new
service to Africa will commence
in 2007.
Most of the container transshipment
takes place at the Ceres
Paragon terminal – the fastest
and most advanced container
terminal in the world. The terminal
got into its stride in 2006.
From March 2006, the volume
of goods handled by the Ceres
terminal has quadrupled. To
serve the Japan service, the terminal
went from an average of
400 moves per week (one move
constitutes one container loaded
or unloaded) to over 2,000
moves per week. And to serve
the China service, the terminal
went from about 400 to 1,000
moves a week. Each week, the
terminal receives 6 ocean-going
ships and feeder ships, as well
as 25 inland-waterway barges
and 4 trains.
The growth in container transshipment
has also resulted in
many new transport links with
the hinterland, including rail
shuttle services and barge shuttle
services (also see page 37). On
top of this, five feeder shipping
services (services using smallersized
sea ships within Europe)
were started between the Ceres
Paragon terminal and destinations
such as the United Kingdom,
Germany, Poland, Russia,
the Baltic States, Spain and
Portugal.
It is expected that container
shipping to and from Amsterdam
will continue to expand. More
container shipping services,
bigger vessels and more
Amsterdam-bound cargo per
ship mean more business for
Amsterdam. There is another
development working to
Amsterdam’s advantage:
container-handling facilities in
surrounding ports are almost
stretched to the limit, whereas
Amsterdam can move substantially
more containers than it is
doing now. Despite having experienced
strong growth, the
Ceres terminal is only operating
at one third of its capacity. Equally
important, the growing container
business in Amsterdam is expected
to produce spin-offs
that, in turn, will produce a
logistics chain reaction.
29
new
space in
use
30
Afrikahaven - Atlaspark
The amount of land leased out by the Port of Amsterdam has
increased spectacularly. The only locations where land is still
available are the Afrikahaven and Atlaspark. Understandably, in
allocating the remaining space to interested companies, the Port
of Amsterdam is moving forward in a carefully considered manner.
LBH/RIETLANDEN
RUIGOORD
sTARBUCKs
sITOs
VOPAK
ATLAsPARK
sALVEsEN

The western quay of the Afrikahaven
The Afrikahaven (Afrika Port) is now making rapid progress. Among recent developments
are: a new coal terminal for LBH/Rietlanden; new smaller port sections; the expansion
of the Oiltanking site; plus the new barge container terminal (near westpoint), operated
by sitos. The photo shows the coal-storage facilities near the new LBH/Rietlanden coal
terminal.

100
90
80
70
60
50
40
30
20
10
0
Leased out land Port of Amsterdam (area in ha)
Total land leased out Total of re-acquisition/restructuring
1990 1992 1994 1996 1998 2000 2002 2004 2006
great
demand
for land
The amount of land leased out by
the Port of Amsterdam has risen
sharply. Over the past 10 years, the
annual average was 25 hectares.
In 2006, the Port gave out 80
hectares. Important deals were
the lease of 28.7 hectares to LBH/
Rietlanden (for a coal terminal);
13.6 hectares to Handelsveem;
6.5 hectares to Oiltanking; as
well as 9 hectares to Greenmills
(which is establishing itself here).
The quantity of land to be allocated
to companies in 2007 is expected
to be substantial. On top
of this, in 2006, a declaration of
intent was signed with Vopak – the
world's largest oil storage company.
Vopak intends to set up
shop on a 35-hectare site in the
Afrikahaven.
atlaspark
The Ceres Paragon terminal is a
strong magnet for logistics providers,
as all the goods in the
containers need to be distributed
to the hinterland.
Just behind the container terminal,
the Port of Amsterdam has
developed Atlaspark – a new
110-hectare distribution area
geared toward container-related
logistics companies. The
logistics sector has caught on
to the opportunities offered by
Atlaspark, as became clear, for
example, at the logistics trade
fair Logistica in 2006. A great
many companies showed interest
in setting up operations
here. Atlaspark is nearby the
container terminal and Schiphol
Airport (even more so when in
2012 a major road, the
Westrandweg, will be completed).
This reduces transport costs
and thus enhances the competitive
strength of regional
companies.
In May 2006, Christian Salvesen –
one of Europe’s biggest logistics
providers – was the first to move
to Atlaspark. Here the company
opened a new distribution center
on a site covering an area of
14,000 square meters. In 2006,
the Port reached an advanced
agreement with property developer
David Hart Vastgoed,
which will construct a 100,000square
meter distribution center
in Atlaspark to be used by other
companies. The contract will be
signed in the beginning of 2007.
31
32
new port
sections
The Port of Amsterdam reached
a milestone in 2006, when LBH/
Rietlanden opened its new coal
terminal in the newly built
Afrikahaven, thereby marking
the official launch of this new
port section.
The bigger concentration of
companies in the Afrikahaven
and Amerikahaven has created a
need for more berths for barges
and coasters. For this purpose,
in 2006, the Port of Amsterdam
built three new port sections.
May 2006 saw the opening of the
Texashaven, which lies in the western
part of the Amerikahaven.
Among other reasons, the
Texashaven was built for Oil-
tanking, which was expanding
its operations. In October 2006,
the Madagascarhaven (at the
end of the Afrikahaven) became
operational for the benefit of
barges visiting the new inlandwaterway
container terminal
that is part of the multimodal
transport terminal Westpoint.
The Zanzibarhaven – a new side
port in the western part of the
Afrikahaven – is being constructed
to accommodate the new
coal terminal for LBH/Rietlanden.
The Zanzibarhaven now serves a
maximum of ten barges and
coasters at the same time. Also,
a 675-meter-long quay for seagoing
vessels was built in the
Afrikahaven.

‘Amsterdam is
a very entrepreneurfriendly
place’
Ten years ago, we – as
Rotterdammers – established
a presence in Amsterdam by
taking a 50% stake in Rietlanden.
By acquiring this interest, we
wanted to spread our risks in
the logistics chain in the ARA
area (Amsterdam, Rotterdam
and Antwerp). It was easy to
begin operations in Amsterdam
because customers of ours
were already working together
with Rietlanden. And we continued
to expand there, going
from 8 hectares to 20 hectares
and then to 30 hectares. Since
2006, we have been operating
the new coal terminal in the
Afrikahaven on a 60-hectare
site. The German coalmining
industry is being phased out.
That means greater quantities
of coal imported by Germany.
The alternatives – gas and oil –
aren’t as reliable, often coming
from politically unstable coun-
tries and being finite energy
sources. The EU is promoting
the consumption of coal, party
because CO2 emissions can be
monitored precisely.
Since we became active in
Amsterdam, we’ve received
a great deal of support form
the Port of Amsterdam; the
Directorate-General for Public
Works and Water Management;
and the Provincial Government
of North Holland. Amsterdam
gives strong support to the
business community. As long as
we feel welcome here, we will
continue to invest in Amsterdam.
Bert lagendijk
Managing Director of the LBH
Group, active around the world
in the shipping, logistics and
distribution of dry bulk, including
coal.
IJmuiden 9 km >

ccessibility
from canal lock to hinterland
Amsterdam is an important logistics hub in Europe. The Port of
Port of Amsterdam 9 km
Amsterdam will need to keep growing in order to remain competitive.
The Port lies in the heart of the Northwestern European
market and boasts excellent transport links with the hinterland.
It is crucial for the Port to retain good accessibility from both the
waterside and from the hinterland. The Port of Amsterdam is
therefore going flat-out to safeguard good accessibility – now and
in the future.
noRThERn lock
MIDDlE lock
SoUThERn lock
BUITEnhAvEn
SEAPoRT IJMUIDEn

canal lock
in ijmuiden
As things stand today, the Port
of Amsterdam relies on a single
80-year-old canal lock in the
seaport of IJmuiden for 80% of
the cargo it handles. To ensure
good accessibility of the Port of
Amsterdam, a new large canal
lock in IJmuiden will have to be
built. This is required to cope
with the growth of the port
business in Amsterdam. If left
unchanged, the canal lock complex
risks developing into a
bottleneck for Amsterdam.
Together with local authorities
in the North Sea Canal Area, in
2006 the Port of Amsterdam
vigorously urged Central
Government to take the decision
concerning the construction of
a new canal lock in the first half
of 2007 and not in 2008, as
planned. After the expected
positive decision, it will take
between eight and ten years
before the new canal lock is
operational. In the meantime,
the Port of Amsterdam and the
Directorate-General for Public
Works and Water Management
will be pulling out all the stops
to optimize access to and from
the sea.
deepening
of the
ijgeul canal
In May 2006, Karla Peijs – the
then Dutch Minister of Transport
– reopened the IJgeul canal,
which had been both deepened
and extended. The IJgeul canal
forms the link between deeper
North Sea waters and the North
Sea Canal, which runs all the
way from the Dutch coast to
Amsterdam. The IJgeul canal
now has a depth of 17.8 meters,
which allows the biggest fully
laden bulk carriers to reach the
North Sea Port of IJmuiden and
then sail all the way to Amsterdam.
Further, the IJgeul was extended
from 23 to 43 kilometers.
Finally, the North Sea Canal was
dredged to a depth of 15.5 meters
to ensure good access for
large vessels.
5

6
efficient use
of canal lock
Of all the hinterland-bound cargo,
80% goes through the canal
lock in IJmuiden, known as the
Noordersluis. Moreover, the
number of ships making use of
this canal lock is on the increase.
As long as the second canal lock
has not been built, the available
lock capacity will have to be used
very efficiently. In 2006, a plan
was developed for that purpose.
The idea is to move the point
where incoming and outgoing
ships pass each other. That location
is now near the big breakwaters
and will be moved close
to the canal lock, near the quay
used by the Corus steel plant.
That will cut the time spent pas-
sing through the lock and thus
allow for greater numbers of ships
to negotiate the lock. To move
the passing point closer to the
canal, part of the Middensluis
Island will be removed. This will
have the added bonus of providing
more room for maneuvering
at the facilities where the lighters
are moored (lighters are smaller
vessels used for unloading part
of the cargo of the deep-draft
bulk carriers). Moreover, the
Corus quay can then be extended.
This plan is being implemented
in 2007. The authorities are also
considering moving the sand
quarry; relocating the lighter
facilities; and removing a protruding
part of the Fort Island.
new
berthing policy
In 2006, the Port of Amsterdam
developed a new berthing policy
for the barging sector (inlandwaterway
shipping), with the
aim of making more intensive
use of existing space. This is
necessary because barges are
getting ever bigger. According
to the plan, barges that can be
served within 24 hours can proceed
straight on to the berths
near the terminals. However,
barges that need to wait longer
will use special waiting facilities,
complete with power supply
and a car-unloading point. The
berthing plan envisages three
waiting facilities. One waiting
facility will be built along the
ADM site and will be reserved
for hazardous-cargo ships. The
second one has already been
built in the Houthaven, consisting
of a groyne with three long
jetties for dry-bulk barges up to
a length of 110 meters. The third
one may be located on a small
island called 't Slik, which lies
opposite Java Island. The new
berthing policy is now being
phased in.

hinterland
transport connections
The strong growth in the number
of containers handled by the
Ceres Paragon terminal in 2006
led to the expansion and intensification
of intermodal hinterland
connections with the Port
of Amsterdam.
In January 2006, AMSbarge
was launched. The innovative
AMSbarge system consists of
a purpose designed container
barge equipped with its own
heavy container crane; as well
as pickup and delivery sites for
containers used by companies
located on or near the water in
the northern part of the Randstad
area. By doing so, AMSbarge
provides a highly efficient and
sustainable linkup between the
port and its hinterland transport
connections.
In 2006, various barge shuttle
services to Germany were launched.
Likewise, a new weekly
barge container service be-
tween Amsterdam and Basel,
Switzerland, was started.
Beyond that, March 2006 saw
the commencement of a threetimes-a-week
rail shuttle service
between the Port of Amsterdam
and Duisburg, Germany. In
December, a weekly rail shuttle
service was inaugurated between
the Ceres Paragon terminal
and/or the USA terminal and
the Dutch town of Coevorden.
The Port of Amsterdam and
Coevorden have jointly set up
cargo transport services to and
from Eastern Europe and are
examining possible forms of
cooperation with other logistics
hubs, such as inland-waterway
ports and railroad hubs.
Agreement was reached on realizing
three railroad projects,
which, from 2008 or 2009, will
improve the accessibility of the
Westpoort port section: namely
the expansion of the Westhavenweg
railroad yard to accommo-
date longer freight trains; the
construction of a new railroad
yard near the Aziëhavenweg; as
well as direct rail connection
between the Aziëhavenweg
railroad yard and the main rail
line near Sloterdijk.
The Port of Amsterdam, the
Port of Rotterdam and ProRail
(responsible for the Dutch rail
infrastructure) took a 15% stake
(to a maximum of EUR 3 million)
in Keyrail – the company set up
in 2006 to operate the Betuwe
Line. The Betuwe Line is a 160kilometer-long
dedicated rail
line for goods transport and
runs from the Port of Rotterdam
to the German Border. Cargo
from Amsterdam or bound for
Amsterdam will make use of the
rail line to Utrecht, which runs
on to the town of Geldermalsen,
where it links up with the Betuwe
Line. The four parties expect
the Betuwe Line to break even
from 2011 onward.

8
improving accessibility
on a wide front
The Port of Amsterdam is working
hard to improve accessibility. It
is doing so not only by upgrading
the infrastructure and encouraging
transport links, but also by
taking other initiatives that will
ensure greater accessibility.
In 2006, work began on preparations
for a single traffic control
center to be completed in
2008. The existing organizations
– the Port Operations Center,
the Canal Lock Center (both of
them are in the seaport of
IJmuiden) and the Captains
Room (in Amsterdam) – will be
merged into one traffic control
center housed in the to-be-expanded
building of the current
Port Operations Center in
IJmuiden. As a result, the shipping
traffic flow in the whole
Amsterdam Port Area will improve
substantially – in partner-
ship with the pilots. Much effort
was also put into further enhancing
cooperation between the
traffic controllers, pilots, towing
companies, shipping
agents and terminals, with the
primary aim of optimizing the
use of the canal lock complex in
IJmuiden.
In 2006, the Port of Amsterdam
also worked hard on the introduction
of Pontis – which will
replace the outdated Caesar
port management system in
2007. This will allow the Port to
manage shipping traffic in a
safe, efficient and environmentally
friendly manner. The new
system will also help streamline
the financial side of its operations.
Pontis will be used by not
only the Nautical Section of the
Port of Amsterdam, but also by
various external parties, inclu-
ding the towing companies, the
customs service and shipping
agents.
Safety measures not only promote
safety, but also improve
the shipping traffic flow and
thus provide greater accessibility
for the ports and the
shipping routes. Early 2006,
the decision was taken to install
radars along the entire length of
the North Sea Canal. Radars
can now only be found in the
seaport of IJmuiden and near
the Oranjesluizen locks in
Amsterdam. This measure is necessary
to guarantee the safety
of the ever-increasing numbers
of sea ships, inland-water way
barges and pleasurecraft. The
North Sea Canal Radar Project
will be completed in 2008.

‘I’ve always felt drawn
to the towing business’
My brother-in-law has been with Wijsmuller for
43 years. So I knew that it was a good employer.
As a child, I sometimes joined him while he was
working on his tugboat. I really liked the work.
I first studied at the Maritime College. After graduation,
I applied for a job at Wijsmuller, but there
were no vacancies at the time. I then found work
in the fishing industry and later in the barging
sector. But I always wanted to go to sea. My
brother-in-law told me that the company were
going to buy another tugboat to cope with the
expanding business in the port. In addition,
some workers were taking early retirement.
I therefore approached them for work again and
was hired. As a deckhand, I do the deck work.
I do the maintenance work on the tug and attach
the tow cable to the ship we are going to tow.
I do very much like the variation in my work.
I even like the fact that I work irregular hours,
which allows me to do things with my family that
people with a nine-to-five job can’t do. It’s also
more pleasant to work in a port. Out on the sea,
things can get pretty rough, and you can get
tossed about.
René de krijger
Was hired as deckhand by the Svitzer Wijsmuller,
which is a towing and salvage company
9

ustainable
ort
0
Being a major port also entails great responsibility in the areas of environmental
protection and sustainable entrepreneurship. In addition to intensively using the
available space (see page 24) the Port of Amsterdam also plays a leading role in
sustainable projects and initiatives. For example, the Port of Amsterdam took
the lead in setting up Ecoports – a joint project involving Europe’s nine biggest
ports. These ports exchange and jointly develop practical solutions for environmental
problems. In 2006, the Port of Amsterdam also began developing an
environmental policy plan, which brings together all projects and initiatives and
will reach completion in 2007. Furthermore, a first move toward the production
of renewable energy could be seen in the form of the Greenmills plant in the
Hornhaven.
Encouraging the use of renewables
By 2020, all EU member states must draw one fifth of their energy
needs from renewable energy sources. The Port of Amsterdam is
making a contribution to this effort.
In 2006, agreement was reached with Greenmills, which will build a plant
at a 9-hectare site for the production of bio-diesel, bio-gas, bio-ethanol,
compost and renewable electricity from organic waste flows, such as
oils, fats, as well as garden and vegetable waste. The Amerikahaven
will be home to the Netherlands’ first bio-ethanol plant. In 2006,
Harvest Energy decided to build a facility on a 17.5-hectare site for
the production of renewable gasoline (petrol) from agricultural
products.
In the Port of Amsterdam, the country’s second-biggest wind farm is
being constructed. In the first phase at the end of December 2006, five
new wind turbines were installed. The existing smaller wind turbines
were moved to other parts of the port. The five new ones produce
the first 37 megawatts of a total planned capacity of 64 megawatts
to be realized in 2007. That is enough green electricity for 40,000
households.
In the past, the Port of Amsterdam brought together companies with
a surplus of energy and nearby firms requiring energy. A very obvious
example of this is the Amsterdam Waste and Energy Company (AEB),
which combines waste disposal with energy production. At the end
of 2006, the City of Amsterdam and the AEB entered into a contract
for the supply of waste-generated electricity for all street lighting, trams,
subway trains and city-run offices in Amsterdam as of the beginning
of 2007

Sustainable port
Among many other things, the Port of Amsterdam is creating an
eco-friendly port by preventing the pollution of groundwater,
surface water and the air; by cleaning or removing contaminated
soil; as well as by creating natural areas in the port area.
Soil
Since 1985, responsibility for the soil quality lies with the tenant or
user of the site. The condition of the soil is laid down in the lease when
the contract actually takes effect. Should the soil be contaminated,
the company concerned must arrange for the cleanup of the polluted
soil or pay for the expenses. In 2006, the Port of Amsterdam carried
out soil surveys and cleanups at the site once used by the now
defunct bitumen producer Smid & Hollander, as well as in Stadhaven
Minerva.
Water quality
The Port Area is covered by the Surface Water Act. The Port of
Amsterdam helps enforcement by carrying out inspections of
illegal dumping and of pollution resulting from careless behavior or
accidents. Water used by companies is removed using a separate
sewage system and treated before its discharge into surface water.
The Port of Amsterdam has developed a natural water-treatment
system using helophyte filters (gravel-and-reed beds) to clean the
rainwater coming from the company sites. In 2006, a large helophyte
filter was created in a wooded area called Geuzenbos, with the aim
of treating the rainwater collected on the Westpoortweg (road).
Mud on the bottom
In dredging work, the port authority pays much attention to the
mud on the bottom of the various water sections in the port. Clean
dredged-up mud is used for other purposes, while slightly or heavily
contaminated dredgings are removed and taken to well-protected
and carefully monitored underwater storage facilities.
Waste management
The Port of Amsterdam ensures that companies active in the port
dispose of their waste responsibly. The port authority has created
sufficient waste-collection facilities for the ships; has set up a
collective waste-collection service; and promotes recycling and
otherwise re-using construction waste and demolition waste from
the port.
In 2006, the port authority made it easier and cheaper for sea ships
to dispose of maritime waste. The waste-disposal charges paid by
all visiting ships went down. At the same time, ships bringing in
waste received greater discounts on the fees paid for this service.
Importantly, these fees now differentiate between the amounts of
oil-containing waste and regular waste. The financial side of it all
was streamlined. In 2006, one third of the over 6,000 sea ships
covered by the Port Waste Plan delivered waste to the official
facilities in the ports on the North Sea Canal. The total amount was
more than 45,000 cubic meters.
Ecology
The port area in Amsterdam includes many green areas, including
tracts of land where no buildings or facilities may be constructed
because of the presence of cables and pipelines. The Port of Amsterdam
is now developing this green space in an ecologically responsible
manner. Since the beginning of 2006, companies wishing to cut down
trees need to obtain a permit from the port authority, which carefully
checks whether the request is reasonable and the trees can be replanted
elsewhere or new trees can be planted in the port area to compensate
for the loss of the removed specimens. In 2006, companies felled
222 trees (many of which were trees that had just “sprung up naturally”
on unused company sites) and planted 40 new ones. To lure the
protected Natterjack Toad away from places where companies
may establish themselves in the future, the Port of Amsterdam
created two toad pools – one near the Hornweg and one near the
Petroleumhavenweg.
1

2
Sustainable environment
The environmental effects of port activities – such as noise pollution
and smells caused by industry – sometimes extend into the transitional
area between the port and the city. To further improve the situation,
the Port of Amsterdam is designating safety circles around companies
within which residential construction is banned. On top of that, the
Port is taking measures to reduce noise, with respect to both noiseproducing
companies and (in some cases) the houses being
affected.
Industrial noise
The Port is controlling noise pollution by maintaining enough distance
between the noise sources and residential areas, as well by using
a noise zoning system related to Dutch legislation in this area.
Interestingly, the Port of Amsterdam has taken the lead in the
Nomeports project (Noise Management in European Ports), with
the aim of developing an improved local noise management system–
as part of a wider effort to reduce noise pollution in European ports.
In 2006, the port authority set the first steps in this direction.
Air quality
The Port Amsterdam promotes the reduction in CO2 and fine dust
emissions by ships, plants, power plants and transshipment
activities. One case in point is LBH/Rietlanden’s ultramodern coal
terminal, which became operational in 2006. The company has
taken a wide range of measures aimed at preventing dust nuisance,
including the use of dust screens around the site; enclosed
conveyor belts replacing diggers (earth-moving equipment); a
dust-monitoring system that is new to the port, which, in doing so,
is going beyond what is required by the Environmental Permit; a
layer of cellulose (paper pulp) sprayed over the piles of coal (is also
done at the older terminals); as well as closed crane grabs.
In 2006, the Port of Amsterdam made a beginning with putting into
service, more environmentally friendly port authority boats. The Triton
was commissioned in September last year. It is a next-generation
patrol boat using greener engines and emission-reducing catalytic
converters. Other vessels operated by the Port of Amsterdam will
be replaced by eco-friendlier boats at an increased rate. The port
authority’s car fleet is being similarly modernized.
General environmental issues
Amsterdam is a Green Award port. Ships (tankers in particular) that
comply with a great many environmental and safety requirements
receive the Green Award certificate and flag. These vessels obtain a
6% discount on the port dues. In 2006, 16 ships flying a Green Award
flag visited the Port of Amsterdam. Tankers with a segregated ballast
tank (this ballast tank is separated from the cargo) get 17% off the
port dues.
The port authority aims to ensure that visiting ships are safe and
environmentally friendly. Despite the Port’s best effort, problems
sometimes arise, including three in 2006. The Probo Koala wanted
to dispose of slops (the residue of a ship’s cargo of oil together with
the water used to clean the cargo tanks), but ultimately decided to
do so elsewhere. The waste ended up on waste dumps in Ivory
Coast, killing eight people, according to the country’s authorities.
The case is still being examined. In the meantime, the Port of
Amsterdam and the City Environmental Department are playing an
active role to prevent such incidents. They have made a risk analysis
and developed drill programs for incidents. The Ministry of the
Environment is now seeking to bring into better alignment, the
rules and regulations, as well as the policies of all parties involved.
The Port of Amsterdam also had to deal with the end-of-life ships
Sandrien and Otapan, which contained asbestos. In 2006, a ship
breaker in North Amsterdam started work on the Sandrien. Then
there was the case of the Otapan, which was to be scrapped in
Turkey. But en route to that country, the vessel turned out to contain
much more asbestos than was allowed in the permit. The Otapan
was sent back to Amsterdam, where the ship was inspected at the
behest of the authorities. Early in 2007, the Otapan was towed to
Rotterdam, where it will be dismantled.

Sustainable transport
The Port of Amsterdam is a junction for major international transport
flows. The Port of Amsterdam promotes efficient and environmentally
friendly transport. Among other measures, the Port favors a move
away from road haulage toward transport by rail or water.
The Port of Amsterdam is investing in many matters to improve the
whole logistics system, including bringing together cargo flows to
make it economically feasible to transport the goods by train and
barge and to set up new shuttle services using these two modes of
transport. A case in point is the AMSbarge (also see page 37). This
innovative system is yielding strong environmental benefits: better
air quality (reduced emissions of CO2, fine dust and other pollutants),
improved traffic safety, less noise pollution and reduced energy use.
Within the port area itself, there is also a strong focus on sustainable
transport. One example is the Westpoort Bus – a non-public bus
service moving employees within the port area between Sloterdijk
Station and their company sites. It is a joint initiative taken by the
Port of Amsterdam, port-based companies and the Traffic Advice
foundation. The Westpoortbus service grew from 6 participating
companies in 2003 to 17 in 2006. Each day, some 800 people use
this 24-hour service.
‘My future
lies here’
Since September 2006, I’ve been training as a
port employee. The whole training program will
take two years. I go to school one day a week
and work four days. Every three months, I am
transferred to another company active in the
port, handling general cargo, dry bulk or cocoa.
Why I like working in the port? First of all, you
make good money. And the work is always varied.
Loading and unloading ships. Operating all
sorts of forklift trucks. There’s a good atmosphere,
with no one breathing down your neck. In the
morning, you hear what needs to be done. As
long as you get the job done, you can do pretty
much your own thing. It’s nice working in the
port, being outdoors and all that. I used to work
in a store, but that’s not for me. I live in Hoorn,
and Amsterdam isn’t that far away. As far as I’m
concerned, my future lies here.
Martijn hollak
Is receiving training as a port employee from the
BBL (on-the-job training program)

ort of
msterdam On
our activities
behalf of the City of
Amsterdam, the Port of
Amsterdam (port authority)
manages, operates and develops
the port (location and infrastructure),
which covers over
1,900 hectares of land and 600
hectares of water. The main aim
is stimulating economic activity
and employment in the entire
Amsterdam Port Area. (the
Ports of Amsterdam, Zaanstad,
Beverwijk and Velsen/IJmuiden).
The Port of Amsterdam has
three main tasks:
1. Providing top-quality services
to customers and creating a
business-friendly climate in the
port area. The focus is not only
on serving existing customers,
but also on attracting new clients
and new cargo flows through
marketing and promotion.
2. The construction, replacement
and maintenance of the port
infrastructure; as well as the
management of the Westpoort
port section.
3. Ensuring a safe, swift and
environmentally responsible
management of shipping traffic
within its working area, from
12 miles offshore IJmuiden to
the Orange locks (Oranjesluizen)
in Amsterdam, which includes
drawing up sound rules and
enforcing them strictly.

Communications
International
Projects
Legal Affairs
Strategic
Development
President and
CEO
Executive Director
Shipping
General Consultants
Finance
Department
ICT
HRM and
General Affairs
Infrastructure
Commercial Division Nautical Sector
and Environment
Marketing
Consultancy
Unit Bulk
Logistics
Unit Containers
& Logistics
Real Estate
Infrastructure,
Management &
Maintenace
Dangerous goods &
Environmental control
Region East
Region West
safe
port
In May 2006, the five mayors of
the municipalities that make
up the North Sea Canal Area
reached agreement on a joint
approach to safety and security
in this canal region – with the
aim of bringing a wide range of
safety and security initiatives
into alignment. In October 2005,
the European Parliament adopted
the Portwide Guideline to be
implemented in the middle of
2007. It concerned phase two of
the Worldwide Guidelines for
Port Security. (Phase 1 involved
the ISPS Code for port companies
in particular). The Portwide
Guideline provides for security
measures to be taken in the entire
port area. As part of this effort,
Amsterdam has taken stock of
the risks and categorized objects
that could be at risk.
port education
Producing well-trained port workers
in sufficient numbers is very
much part of sustainable development.
In various projects, the
port authority has teamed up
with the business community
and educational institutes to improve
the image of port-related
jobs and to develop training
programs specifically geared to
port operations. For example,
2006 saw the launch of a project
that reimburses half the costs
incurred by newly arrived companies
in the Port of Amsterdam
or Schiphol Airport in recruiting
and training low-skilled workers
active in logistics, production and
assembly.
5

he figures
Net profit improved by € 7.7m, from € 21.6m for 2005
to € 29.4m for the year under review, mostly owing to
the greater numbers of ocean-going vessels and thus,
an increase in revenue from port dues, as well as improved
income from rents and leases of sites, whereas
some of the increase resulted from releases from
previous years.
6
Rental and lease turnover (exclusive
of ground rent prepayments)
posted a 1.5% increase,
from € 49.7m for 2005 to € 50.2m
for 2006.
Cargo throughput at the Port of
Amsterdam grew from 54m
metric tons in 2005 to 61m metric
tons in 2006, representing
an improvement of just over
13%. The average price per ton
remained unchanged compared
with the previous year, at € 0.54.
Turnover from port dues grew
by 16.3% compared with 2005
to turn out at € 33.4m for the year
under review.
Capital expenditure on port infrastructure,
buildings and sites
amounted to € 37.8m, of which
€ 2.4m related to land purchases.

Port of Amsterdam: financial highlights
Invested capital (x € 1m)
2006 2005 200 200 2002
Total invested capital 5 2.0 556.0 5 6.0 526.0 89.0
Tangible fixed assets 2.0 58.0 56.0 5.0 09.0
Gross capital expenditure .8 2 .1 .0 5 .0 8.0
Financial impact (x € 1m)
Turnover 100.0 101.0 80.5 0. 69.9
Operating result 29. 21.6 18.8 . 10.0
Depreciation/amortization 16.9 20. 22.1 1 .2 1 .9
Cash flow 6.2 2. 0.9 21.9 2 .9
Key figures
Profit/capital ratio (result+interest on loans as % of total
invested capital) . 6.5 5.9 .5 .
Profit margin (result as % of turnover) 29. 21. 2 . 10.9 11.1
Transshipment (in millions of tons)
Breakdown:
61.0 5 .8 51.9 .5 50.
liquid bulk 25.4 20.7 18.2 13.4 16.5
Dry bulk 30.1 30.0 30.9 28.2 31.0
General cargo 5.5 3.1 2.8 2.9 2.9
Number of ocean-going vessels received 5, 2 5,115 5,026 ,808 ,962
Average port dues per vessel (x € 1) 6,228 6,155 5, 60 ,95 5,2 5
Number of occupied jobs as at financial year-end 20 15 15 19 2
Average salary charges per job x € 1,000 62.8 6 .6 6 .1 61.6 56.
Absenteeism (as %) . 5.0 .9

8
Balance Sheet as at December 1, 2006
(breakdown of selected balance sheet items in €)
A SSETS 1-12-2006 1-12-2005
A: fixed assets
Intangible fixed assets – –
Tangible fixed assets 1,82 , 60 58,1 1,
Financial fixed assets 1 , 9, 89 10,955,02
Loans: 426,320 426,320
Other long-term loans 7,832,364 3,647,428
Contributions to third party-owned assets 9,090,805 6,881,275
Invested appropriated reserves 9,201,2 6,08 ,9 2
B: current assets
Stocks – 1, 18,8 6
Receivables 2 ,08 ,690 1 ,010, 22
cash at banks and in hand 58,501, 66 0, , 80
Prepayments and accrued income 2,515, 88 ,882,2
c: other accruals
Inter-municipal receivables 2,2 6, 55 , 60,00
corporate finance current account balance 1, 1 , 2 1,229, 08
A fixed assets
B current assets
c other accruals
65 , 2, 19 6 2, 50, 5
568, ,096 5 5,1 , 9
85,10 ,8 92,986,291
,95 , 8 ,589, 15
65 , 2, 19 6 2, 50, 5

lIABIlITIES 1-12-2006 1-12-2005
A: Permanent liabilities
Shareholders’ equity 8 ,81 ,5 1 81,668,900
Reserves 84,814,571 81,668,900
Provisions 0,615,525 1, 50,60
fixed debts 8 , 98,68 68,9 ,91
Capital debt to Municipality 484,914,759 464,005,821
Private-placement loans: 2,403,800 4,763,300
Security deposits 80,124 208,792
B: current liabilities
Short-term debts 9,8 ,996 1 ,6 8,59
Current account balances involving non-financial institutions 3,831,229 4,440,960
Other liabilities 6,042,766 10,197,635
Accruals and deferred income 28,150, 8 2 , 91,855
c: other accruals
Inter-municipal liabilities 66,06 826, 5
current account balance involving Municipality 6,11 ,5 9 10, 96, 26
A Permanent liabilities
B current liabilities
c other accruals
657,432,719 642,750,745
612,828,779 591,997,416
38,024,333 39,130,450
6,579,606 11,622,879
65 , 2, 19 6 2, 50, 5
9

50
Profit and Loss Account for 2006
(Port of Amsterdam inclusive of maintenance of public roads in €)
operating income
2006 2005
Rents, leases and quayage 54,085,225 52,710,867
Seaport dues 33,380,469 29,623,661
Inland harbor dues 3,378,001 3,337,495
Environmental levy (Port Waste Plan) 1,289,210 1,531,740
Contribution to maintenance of public roads 2,757,208 2,534,752
Other operating income 4,798,505 11,451,951
operating expenditure
99,688,619 101,190,466
Staff costs 22,304,779 22,666,011
Depreciation/Amortization 16,867,766 15,385,759
Interest on capital loan 15,080,189 14,904,807
Infrastructural and sundry maintenance 2,819,710 2,842,895
Waste-disposal charges 925,549 479,263
Housing costs 1,655,391 1,521,078
Other operating expenditure 10,508,770 22,120,962
70,162,153 79,920,776
Operating profit (loss) 29,526,466 21,269,691
Capitalized interest 146,665 310,991
Amounts set aside – 5,540,718 0
Financial income and expenditure 5,670,800 4,468,052
Extraordinary income and expenditure 2,035,520 454,989
Provisions 644,763 0
Result before reserve allocation 32,483,495 26,503,722
Reserve allocation – 3,145,671 – 4,908,506
net result 29, ,82 21,595,216

52
Canada
NORTH AMERICA
Mississippi Delta
Colombia
Venezuela
St. Lawrence Seaway
ATL ANTIC OCE AN
SOUTH AMERICA
Argentina
Brazil
GREENL AND
Iceland
Ireland
West African Coast
United
Kingdom
France
Spain
Baltic Coast
Poland
Amsterdam
The Netherlands
Algeria
Scandinavia
EUROPE
Greece
AFRICA
West African Coast
Egypt
Turkey
South Africa
Saudi Arabia
RUSSIA
MIDDLE E A ST
India
INDIAN OCE AN
A SIA
Thailand
China
Vietnam
Indonesia
Malaysia
Taiwan
Philippines
Japan
AUSTR ALIA
LEGEND