special - Port of Rotterdam

Port 

special 

Rotterdam container port 

A varied impression of how the Port of Rotterdam anticipates the near and distant future 

JUNE 2010 

More MSC calls in Rotterdam 

The energy of collaboration 

bunker paradise Rotterdam

2 

colophon 

Port Special is a business-tobusiness 

publication of the Port of 

Rotterdam Authority. Please 

contact our Marketing Communication 

Department with any 

questions or suggestions you may 

have regarding the contents. 

Copy Rob Wilken (editor-in-chief), 

Rob Schoemaker 

Translation Dean Harte, Niall 

Martin 

Photography Eric Bakker, Freek 

van Arkel 

Layout Smidswater 

Printing Nieuwsblad Transport 

Chief editor Port of Rotterdam 

Chantal Gouka 

Introduction 

Rotterdam is explicitly continuing its efforts to 

further build out capacity and quality. The construction 

of Maasvlakte 2 - our new port and industrial 

area in the North Sea - is right on schedule. With 

that, our customers can rest assured that they will 

have all the space they need for many decades to 

come. The port is definitely on course to handle 30 

million TEU in 2035, 3 times more than in 2009! 

Just as important as sufficient space is the 

accessibility of the port. We fully realise that all 

those containers will only come to our port if we 

continue to be fully accessible, both on the sea 

side and the landside. The imminent doubling of 

the capacity of the A15 motorway in the port and 

the setting up of a traffic management company 

are major steps to that extent. Our efforts however 

are first and foremost geared to a substantial 

growth in terms of sustainable transport. As far as 

we are concerned, inland shipping and rail 

transport will be the modes of transport of the 

future. That is our main focal point, backed by, of 

course, the excellent infrastructure of the rivers 

Rhine and Maas and the direct Betuweroute 

freight-only railway line to Germany. 

We are also fully aware of the fact that Rotterdam 

cannot do things alone. The port is just one single 

link in various global supply chains. The primary 

concern of the shipper in China or the consignee in 

Germany is not how a container gets from the ship 

to the quay, but how his cargo can consistently, 

efficiently and reliably be delivered to the front door 

of the distribution centre or manufacturing plant on 

time. What matters is therefore not just whether we 

perform optimally as a port, but rather how we 

manifest ourselves in European networks and 

especially manage to demonstrate our added value 

in this respect. Rotterdam needs to be an integral 

part of these networks. We will strongly invest in 

this in the coming years, for example through even 

more cooperation with hinterland hubs and / or own 

investments. That by the way goes far beyond 

physical space or connections. Equally as important 

is a further quality boost in terms of processes 

and data exchange. The Port Community System 

of Portbase and the rail information system SPIN 

of Keyrail are excellent tools for this. 

This second edition of the Container Special shows 

how we are working on all fronts to ensure a 

successful future for Rotterdam Container Port and 

our customers. A port which, through its capacity, 

quality and networks, constitutes the best route to 

and from Europe - now more than ever. 

Emile Hoogsteden 

Director Containers Breakbulk and Logistics, 

Port of Rotterdam Authority 

Port of Rotterdam Authority 

The aim of the Port of Rotterdam 

Authority is to enhance the port of 

Rotterdam’s competitive position as 

a logistics hub and world-class 

industrial complex. Not only in 

terms of size, but also quality. The 

core tasks of the Port Authority are 

to develop, manage and run the 

port in a sustainable way and to 

maintain a speedy and safe 

service for shipping. 

Facts and figures for the Port 

Authority and the port of 

Rotterdam: 

Port Authority: 1200 employees, 

turnover approx. 500 million euro. 

www.portofrotterdam.com 

Port area: approx. 26,000 acres 

(12,500 acres of which 

commercial sites, 13,500 acres 

water and rail lines, roads and 

pipeline zones).The port will be 

extended by Maasvlakte 2 with 

20%. 

The length of the port area is 

approx. 40 km. 

Direct employment: over 90,000 

jobs. Goods throughput: 400 

million tonnes of goods a year. 

Shipping: approx. 33,000 

ocean-going vessels and 110,000 

inland vessels per annum. 

No rights can be derived from this 

publication 

For more information: 

P.O.Box 6622, 

3002 AP Rotterdam, 

The Netherlands 

T +31 (0)10 2521010 

F +31 (0)10 2521020 

E info@portofrotterdam.com 

www.portofrotterdam.com

PORT SPECIAL ROTTERDAM YOUR WORLD-CLASS container port 3 

contents 

04 

Even an ultra large container 

carrier is easily able to enter 

a busy port such as Rotterdam 

every time. 

08 

We transport as much as possible 

by rail and inland shipping. 

14 

In the end it will be the most 

advanced and best terminal in 

Europe. 

04 In and out in no time 

06 More MSC calls in Rotterdam 

07 Economies of scale in the empties business 

08 Kuehne + Nagel opts for modal shift 

10 Creatively and innovatively combating 

traffic jams! 

12 Russian specialist through and through 

13 Host with authority 

14 European A-location for “K” Line 

16 Rotterdam, the European Connectivity Hub 

19 The energy of collaboration 

20 The Rotterdam - Duisburg connection 

22 Samskip’s hub is located in Rotterdam 

24 Rockwool strengthens grip on export cargo 

26 Maasvlakte 2 taking shape 

28 Old paper: 

from waste material to valuable commodity 

30 Bunker Paradise Rotterdam 

30 

The price and quality of bunkering 

make Rotterdam an even more 

attractive container port.

4 

In and out in 

Even an ultra large container carrier (ULCC) like the MSC Beatrice is 

easily able to enter a busy port such as Rotterdam every time. Captain 

Michele Russo: “The ECT Delta Terminal is just around the corner, so to 

speak. We’re in and out of the port in no time.” 

Throughout his long career Italian captain Michele 

Russo (61) has always been an eager visitor to 

Rotterdam port. “The nautical facilities are top of 

the bill - there are no locks, no limits on draught 

and the ECT Delta Terminal is situated right on 

the North Sea. We’re in and out in no time. Even 

large vessels have all the room they need to 

manoeuvre.” The MSC Beatrice is certainly big - 

it measures 366 metres in length and boasts a 

maximum capacity of 13,798 TEU. Because of the 

ship’s size, the deckhouse of the MSC Beatrice 

has been separated from the engine room and 

moved forward. This innovative solution increases 

container capacity as well as improving the vessel’s 

strength. 

11.00 

Eight miles offshore 

Captain Russo 

welcomes pilot Arno 

van der Moer on board. 

The two are quickly 

agreed that the 

favourable weather 

conditions mean the 

MSC Beatrice can do 

with just a single tug. 

The pilot checks with 

the terminal whether 

the berth is free and 

informs the tug service 

and boatmen that the 

MSC Beatrice will 

reach the harbour 

mouth in just over half 

an hour. 

11.20 

“How quiet this is!” 

the pilot remarks. The 

Beatrice glides through 

the water. Because the 

engine room is situated 

more than 150 metres 

behind the bridge, 

there’s no hint of 

vibration. “You’re right,” 

says Russo proudly. 

“But it can happen that 

because of the MSC 

Beatrice’s exceptional 

design with the bridge 

to the front, oncoming 

vessels sometimes 

misjudge how long my 

ship actually is.” 

11.40 

Russo reports that his 

men are standing by for 

the arrival of the tug.


no time 

MSC Beatrice 

Length: 366 metres, 

width 51 metres, 

draught 15 metres, 

At the harbour mouth 

the Kotug Seal latches 

on from behind. 

11.45 

The MSC Beatrice 

turns along the ideal 

angle for entering the 

Beer Canal and a little 

later smoothly takes 

the sharp turn into the 

Europa Harbour. 

11.55 

Dead slow 

12.05 

Captain Russo takes 

over the steering via 

the bow thrusters on 

an outside console. 

Slowly the MSC 

Beatrice moves 

alongside its berth at 

the ECT Delta Dedicated 

North Terminal. 

The boatmen neatly 

moor the vessel from 

their tiny boats, the tug 

Kotug Seal pushes 

from the side. Slowly 

the big vessel moves 

snug alongside the 

quay. 

12.35 

The MSC Beatrice has 

been moored. Shortly 

afterwards the first 

containers are already 

being taken off the 

ship. And also a bunker 

vessel moves into view, 

because of course 

Rotterdam is the place 

for bunkering. 

capacity 13,798 TEU of which 

1000 reefer connections, 

crew 21.

6 

More MSC calls in 

Rotterdam 

The no. 2 shipping line in the world, MSC, is currently 

expanding its number of calls to Rotterdam from two to 

seven per week. Managing Director Theo van Ravesteyn 

of the shipping line’s Rotterdam office on the Westblaak: 

“We expect that in the future, even more MSC vessels 

will call at the port.” 

MSC opened its shipping line office on the 

Westblaak 25 years ago. Van Ravesteyn has been 

around from the very start. “Back then, who would 

have expected that ships in advance of 10,000 

TEU would be sailing the world seas?” MSC from 

Switzerland is itself one of the leading exponents 

of that scale increase (also see pages 4 - 5, ed.) 

“After all, it’s the costs per nautical mile per TEU - 

per slot - that matter. As a wholly independent 

shipping line, we time and again surprise ports in 

all trades with vessel types which they have not 

previously received before. MSC often operates 

anti-cyclical in this respect. Where other shipping 

lines might see obstacles, MSC always thinks in 

terms of opportunities. That by the way also 

applies to us as a shipping line office.” 

More vessels 

Van Ravesteyn and his staff of approximately 220 

are the face of MSC for the Dutch market. For 

years, all sea-going vessels would moor in Antwerp 

and the containers would be moved to and from the 

Netherlands by rail, inland shipping or truck. Since 

a number of years, Rotterdam however has had 

two direct calls as well. “This made new demands 

on us as a shipping line office. We are now also 

responsible for the handling of the sea-going 

vessel: coordinating with the stevedoring company, 

submitting discharge/loading lists etc.” These tasks 

will further increase in the coming period as MSC 

is to extend the number of calls at Rotterdam to 

seven a week. “In addition to a Far East and South 

America service, we will now also add two more 

Far East services, a South Africa service and a 

Mediterranean service; furthermore, there will be 

a feeder connection to Liverpool and Ireland.” 

According to Van Ravesteyn, there is more to 

come. “We expect that in the future, even more 

MSC ships will call at Rotterdam.” The reasons for 

this are clear. “The own MSC terminal in Antwerp is 

doing an outstanding job, but is filled to capacity. 

As a result, Rotterdam is now more significantly 

entering the picture. From a nautical perspective, 

the port is of course perfectly equipped for big 

ships and can offer the capacity which we require.” 

Personal attention 

Despite all the scale increases and growing 

activities, MSC is explicitly holding on to an own 

approach which perhaps is typical for a familyowned 

company. “MSC feels very strongly about 

personal attention,” explains Van Ravesteyn. “We 

still have quite a few people on the road who visit 

customers. We consider this personal touch very 

important.” Nothing has really changed in 25 years 

in that sense, notes the Managing Director. “But of 

course, it is impossible to imagine life today without 

automation. Otherwise, we would definitely need 

much more staff to handle our current turnover. 

Nowadays, the container industry is part of a 

process industry called supply chain. As MSC in 

the Netherlands, we have fully adapted to this.”


Automation first 

Economies 

of sca l e i n t he 

empties business 

Two Rotterdam-based entrepreneurs have merged their 

empty container depot activities within a new company. 

As of January 1 2010, United Waalhaven Terminals can 

offer the market economies of scale, efficiency, flexibility 

and cost leadership. In the vision of the new company 

the Waal/Eemhaven is ideally situated to function as a 

empty container hub. 

PHoto 

Jan Overdevest (l) and John Gordijn: “Delivering and picking up empty 

containers at UWT by barge obviates the need for innumerable truck journeys via 

the A15.” 

Through their new joint venture United Waalhaven 

Terminals - UWT - entrepreneurs John Gordijn 

(ECB Group) and Jan Overdevest (Waalhaven 

Group) are able to offer the market 36 hectares of 

port sites entirely dedicated to all activities related 

to empty containers. The heart of the company’s 

operations is situated in the Waal/Eemhaven, close 

to the city, directly on the water and nearby all 

major roads. “By combining forces we have created 

an economy of scale and consequently boosted 

efficiency, flexibility and cost leadership in serving 

our clients, the shipping lines. We’re now the 

biggest player in the port to offer empty depot 

services.” 

UWT’s services provision in the Waal/Eemhaven is 

for the most part concentrated on one of the long 

piers. High-rise stacks of empty containers flank the 

road - the Bunschotenweg - on either side. “Altogether 

we hold a constant 30,000 containers at UWT 

for a total of 31 different shipping lines, and carry 

out more than 2000 movements daily,” explain 

Gordijn and Overdevest. In the empty container 

business, as elsewhere, automation plays a key role. 

Transport companies and their truck drivers are all 

familiar with electronic pre-notification procedures 

and use the Cargo Card. “By means of EDI-reports 

we’re able to give the shipping companies continuous 

insight into their stocks, differentiated according 

to type, etcetera.” What’s more, as part of a general 

redevelopment of the area there are plans to build a 

central automated gate at the beginning of the pier. 

“That way we can further speed up the turnaroundtime 

of drivers and their vehicles.” 

Inland shipping as added benefit 

UWT exploits the fact that it is situated directly on 

the water to maximum advantage. Around 50 percent 

of departing empties and some 20 percent of those 

arriving are transported by inland barge. Gordijn and 

Overdevest see this as a serious growth area. The 

strategic situation of the empty depots in the Waal/ 

Eemhaven relative to the Maasvlakte is a major 

contributing factor for this. Delivering and picking up 

empty containers at UWT by barge obviates the need 

for innumerable truck journeys via the A15 through 

the port. That’s an important advantage - particularly 

in view of the construction works that are about to 

start on the motorway. “The Waal/Eemhaven is 

ideally situated as a hub. We’re looking to further 

expand that role for both the existing Maasvlakte and 

the future Maasvlakte 2.” Not only for empties, but 

also for laden containers, Overdevest hastens to add 

on behalf of his own Waalhaven Group. 

Separate depot for tank containers 

As a way of further extending their services provision, 

Gordijn en Overdevest started a separate 

empties depot for tank containers in May 2010, 

together with Abicon. This United Waalhaven Tank 

Terminal is situated in the Botlek area and offers the 

full range of specialised services centred on this 

type of container. “Until now we weren’t able to offer 

this form of specialisation. With our new depot in the 

Botlek we’re situated at the heart of the chemicals 

industry and that puts us in a position to offer this 

sector real added value as well.”

8 

Kuehne + Nagel 

opts for 

modal shift 

Kuehne + Nagel is one of the world’s top three global logistics 

providers. A transported volume of 2.6 million TEU in 2009, makes it 

the market leader in sea-freight. At its Swiss headquarters, Executive 

Vice President Sea & Air Logistics Peter Ulber explains what drives his 

company. “Our strategy is to boost the percentage of cargo we control 

ourselves and to transport as much as possible by rail and inland 

shipping.” 

“For some 500,000 TEU of our maritime containers 

we organise the overland transport in Europe 

ourselves,” says Kuehne + Nagel’s Peter Ulber. 

A figure that equates to some 70 percent of the 

total sea-freight volume handled by the forwarder 

in this part of the world. The remaining 30 percent 

is organised by the deep-sea carriers. “Our aim is 

to further boost the percentage of cargo we control 

ourselves.” The freight forwarder has clear reasons 

for this. “Because we’re completely neutral, we’re 

in a position to always choose the best route 

for our clients. We are also the first to know the 

cargo’s final destination. The earlier you’re given 

such information, the better placed you are to 

make optimal use of equipment.” And that in turn 

generates both cost and environmental advantages, 

Ulber indicates. “The ultimate goal of our European 

intermodal department is to match import and 

export with one another as much as possible. 

That’s the best all round. Scale certainly plays a 

role in this; it’s then that you can really optimise 

operations.” 

Own train to Rotterdam 

Forty percent of the maritime containers controlled 

by Kuehne + Nagel in Europe are currently 

transported by rail (200,000 TEU) or inland barge 

(40,000 - 45,000 TEU). Ulber: “Here, too, we’re 

looking to grow that percentage further. We’re 

aiming to transport as much as possible by rail and 

barge. Of course it holds true that the greater the 

distance to travel, the more attractive it becomes, 

but even for 300 - 400 kilometres intermodal 

transport is already a viable option.” One of 

Kuehne + Nagel’s early initiatives in this regard 

is the daily container shuttle between Rotterdam 

and Enns in Austria, the Blue Anchor Express. 

“We were looking for a solution for the transport 

of large volumes to and from land-locked Austria,” 

Ulber explains. “Enns is our hub for all the 

important Austrian economic centres.” 

Rotterdam nr. 1 

That the rail link terminates in Rotterdam looks to 

be more than coincidence. Ulber: “Although we’re 

port neutral, Rotterdam does represent one of our 

most important ports in North Western Europe. 

Our volumes are big enough however to work via 

all the other ports as well.” For Kuehne + Nagel 

Rotterdam plays an especially important role for 

cargoes to and from Germany, Austria and 

Switzerland and the Netherlands itself, of course. 

Ulber lists the positive points of Rotterdam as the 

port’s location, the river Rhine, the freight-only 

Betuweroute rail link to Germany and the 

investments that are done in the port with regard to 

new terminals and technology, such as Portbase’s 

Port Community System. Ulber can still see room 

for improvement though: “It would be good if there 

were to be a single neutral terminal for handling 

and compiling trains.” 

Contributions to modal shift 

Kuehne + Nagel’s Executive Vice President in 

charge of sea-freight would definitely also like to 

contribute to the modal shift Rotterdam so badly 

wants to make: away from road transport to inland


“Each day the 

Blue Anchor 

Express connects 

Rotterdam with 

Austria” 

Peter Ulber 

Executive Vice President 

Sea & Air Logistics 

Member of the Management 

Board of Kuehne + Nagel 

International AG 

shipping and rail. “The goal the port is aiming for, 

makes absolute sense.” At the same time Ulber 

believes that in moving towards this, too much 

attention is being paid to the terminals and 

deep-sea carriers. “After all, we as freight forwarder 

are best positioned to make a difference when it 

comes to transport choices. Our clients leave that 

to us. For them the main thing is that the cargo is 

delivered to their door at the pre-arranged time.” 

In general Ulber would very much like to see 

greater consultation between parties in the 

logistics chain that traditionally have no direct 

relations with one another. As an example, he 

points to the deep-sea terminals, the natural 

contract partners of the deep-sea carriers. “In 

the majority of cases we’re the ones however who 

know where the containers are going when they 

leave the terminals. If we could exchange this 

information with them, then we could prevent the 

terminals unnecessary shifting containers up to 

maybe three or four times. Through better data 

exchange it’s still possible to make a lot of 

improvements.” 

Power of IT 

For a further optimisation of the logistics chain, 

Ulber believes wholeheartedly in the power of IT. 

“However, there’s still a lot to do,” he says. 

“Significant parts of air-freight shipments result 

from the fact that somewhere in the supply chain 

something went wrong.” 

Booking cargoes via internet for example is still at 

an embryonic stage. New developments however 

are expected in the future. Kuehne + Nagel aims 

to extend its involvement. Ulber: “In order to be 

successful in booking via internet, you need to 

have a good infrastructure. The lack of such an 

infrastructure is probably the reason why various 

start-ups failed. It’s all about transparency and 

reliability. You have to deliver according to what 

has been agreed.”

10 

Creatively and 

innovatively combating 

traffic jams! 

Rotterdam is doubling the capacity of the A15 motorway which runs right 

through the port. From 2015, all traffic will have ample extra space here. 

Prior to that, a lot of work however still needs to be done on and around 

the road. De Verkeersonderneming (‘Transport Company’) aims to creatively 

and innovatively make sure that traffic will continue to flow smoothly 

during the reconstruction as well. Director Laurens Schrijnen: “Our goal is 

to reduce rush-hour traffic by twenty percent in the coming years.” 

From the Maasvlakte on the North Sea to the 

Vaanplein 30 kilometres inland, the A15 motorway 

will from early 2011 undergo a metamorphosis. 

Additional lanes, rush-hour lanes and a new Botlek 

Bridge must ensure that this lifeline of the port 

can accommodate twice as much traffic in 2015. 

“The Directorate-General of Public Works and 

Water Management (Rijkswaterstaat in Dutch) is 

currently in the process of putting out to tender the 

construction contract,” says Schrijnen, “including 

the maintenance contract for a period of 25 years.” 

Each half of the contract is worth 1.5 billion euros. 

Contractors are bidding for a DBFM contract 

(Design, Build, Finance, Maintenance) in which 

they can offer a maximum degree of own input. 

“One of the main preconditions of Rijkswaterstaat 

is that the work causes as little traffic disruption as 

possible. During rush hour, all the lanes and the 

hard shoulder must still be fully available at all 

times. If this is not the case, then a hefty fine will 

be imposed.” 

Ensuring optimal access 

Keeping the port optimally accessible nonetheless 

remains a major challenge. This is why Rijkswaterstaat, 

the Port of Rotterdam Authority and the 

Municipality and City Region of Rotterdam jointly 

established De Verkeersonderneming in 2008. 

Schrijnen: “Through traffic and mobility management, 

we want to ensure that traffic on the A15 

motorway - currently 25,000 trucks and 100,000 

passenger cars a day - continues to flow as 

smoothly as possible in the coming years. To 

achieve that, we are not playing chess on 64 fields 

- we are playing on 64 boards at once!” 

Super-efficient incident management 

De Verkeersonderneming has by now already put 

in motion - and achieved - quite some things. “In 

terms of traffic management, the A15 motorway 

and the adjoining N15 motorway now have a superefficient 

incident management system. After an 

accident, it on average takes 50 minutes to clear 

the road again while in the past this took three to 

four hours. Rijkswaterstaat in addition wants to 

reduce this by another 25 percent in 2015.”Another 

example which Schrijnen cites is the improved 

height detection around the Botlek Tunnel. All too 

often, the traffic lights unnecessarily changed to 

red here. That has now been improved, while at the 

same time the real offenders are being warned 

more effectively. “On both sides of the tunnel, we 

have installed video screens at the approaches 

where a truck driver can see a life-size image of 

his truck if it is too high. That seems to work. We 

by the way are also planning to address trucks 

which are too heavily loaded. They constitute a 

potential threat in terms of road safety and any 

disruption may lead to congestion; something which 

we explicitly want to avoid. In many ways, we try to 

prevent accidents from occurring in the first place.” 

At the CEO level 

Even more substantial are the initiatives of De 

Verkeersonderneming in terms of mobility management. 

Twenty percent of all traffic needs to be taken 

off the A15 motorway during rush hour. Schrijnen: 

“We have raised this issue at the CEO level among 

all the companies west of the Benelux Tunnel. It’s 

their problem, but not their profession. We offer our 

expertise to ensure that they remain optimally


“We offer our expertise 

to ensure that companies 

remain optimally 

accessible” 

accessible. There are many ways to achieve this: 

collective company transport, organising the work 

differently, encouraging bicycle usage, more 

waterborne transport, etc.” By now, De Verkeersonderneming 

has established a substantial number 

of best practices: “The Rotterdam Car Terminal for 

example used to start loading their car trailers at 

04.30 in the morning. Once the job was done, the 

drivers would be caught in traffic. Now, the loading 

takes place in the evening and at night. The driver of 

the car trailer can immediately depart at 04.30 a.m.” 

Hotel At Work 

De Verkeersonderneming is also one of the driving 

forces behind the Hotel at Work which was established 

at the Maasvlakte in early 2010 and which 

can grow to a maximum of 2500 beds. The potential 

impact of the hotel in terms of reducing traffic on 

the A15 is obvious to Schrijnen. “In addition to the 

regular 25,000 to 30,000 employees in the port 

area to the west of the Benelux Tunnel, there are 

currently about 8000 extra people working here.” 

The director is referring to the construction workers 

for a large number of new projects in the energy 

sector and chemical industry, maintenance contractors 

and, of course, the people who are involved in the 

construction of Maasvlakte 2. “It makes a huge 

difference if some of them do not drive back and forth 

over the A15 each day but spend the night close to 

work.” 

SpitsScoren project 

Especially to reduce passenger traffic on the A15 

motorway, the project SpitsScoren has been initiated. 

1850 people who use the A15 on a daily basis during 

rush hour have registered as participants. Each time 

they opt for a different time or a different mode of 

transport, they receive five euros. Prior to the project, 

Schrijnen detected a great deal of scepticism. 

“Supposedly, there were no good alternatives to the 

car and the fixed shift times of the companies would 

also constitute an obstacle. 650 people are however 

now making a different choice every day. And they 

are really not just doing it for those five euros. What 

mainly matters to them is the time they can save.” 

Task for the business community 

De Verkeersonderneming as such is full of ideas, plans 

and ambitions. “A lot can still be gained,” concludes 

Schrijnen, “especially by the companies themselves, 

for example by adjusting their own processes. 

The A15 motorway is now only fully used for 40 hours 

out of the 168 hours in a week. The 24-hour economy 

is still far from reality on the landside.”

12 

Russian 

specialist 

through 

and 

through 

don’t tell the whole story. After a bumper 2008, 

when Fesco ESF transported 150,000 TEU, the 

feeder and shortsea operator saw its container 

volumes fall by around 40 percent in 2009. 

Alongside the global economic malaise, the weak 

rouble was a major factor Fesco ESF had to 

contend with. Van Dijken: “Luckily the market has 

meanwhile started to pick up again. In March 2010 

we transported three times as much as a year 

earlier, although it must be said that March 2009 

was a very bad month. Future prospects look good, 

although it’s too early yet for definitive conclusions.” 

Fesco ESF currently operates a single 

weekly service out of Rotterdam. The vessels of 

over 1200 TEU carry some 40 percent shortsea 

cargo and 60 percent feeder containers. 

Fesco ESF is a real specialist on 

Russia. The core business of this 

feeder and shortsea operator is 

providing efficient sea-connections 

between Northwestern Europe and 

St Petersburg. Via the Fesco Group 

it has a strong foothold there for 

terminal access and the ongoing 

transport of containers by rail 

deep into the Russian hinterland. 

Rotterdam is its most important port 

at the other end. 

“In 2008, around 38 percent of our containers were 

shipped via Rotterdam and in 2009 that even rose 

to 45 percent,” says General Manager Erik van 

Dijken of Fesco ESF. As such, the importance of 

Rotterdam for Fesco ESF relative to its other ports 

of call in Northwestern Europe (Hamburg, Antwerp 

and Zeebrugge) has increased. But the statistics 

Product development 

In some ways the economic crisis has had a 

positive effect. Fesco ESF used the time constructively, 

developing new products geared to Southern 

Europe, particularly Spain and Italy. Using Rotterdam 

as a hub, the shipping line can now also offer 

the Spain - St Petersburg route. “And we’ve 

realised a rail link to Italy, that has since generated 

a monthly goods flow of 200 TEU via Rotterdam to 

Russia,” Van Dijken says. 

Foothold in St Petersburg 

St Petersburg is the gateway to Russia. “Of course 

there are alternatives,” Van Dijken explains, “for 

example by using other Russian ports or those in 

Finland.” St Petersburg, however, is expected to 

remain the central hub. The General Manager is 

curious as to how the situation there is likely to 

develop now that the market has started to pick up 

once more. “In 2008 the container terminals in St 

Petersburg were full to bursting. Last year, due to 

the economic crisis the circumstances had 

obviously changed and anyone bringing containers 

was welcome. But once the terminals start filling up 

again due to the buoyant market conditions, we’ll 

see which shipping lines have been able to forge 

the best agreements.” Van Dijken is confident that 

Fesco ESF in particular will prove to have top 

credentials. “Parent company Fesco Group owns a 

50 percent stake in the FCT container terminal in 

St Petersburg. And what’s more, it’s a major player 

in the Russian rail sector. In effect we can offer our 

customers the entire logistics chain: we pick up the 

cargo at their front door, then transport the 

containers on board our own vessel to our fixed 

terminal in St Petersburg from which they can 

travel on to their final destination by rail - and vice 

versa, of course.”


“We’ll soon be opening a new vessel traffic centre 

in the Botlek. And the Harbour Master Management 

Information System, which incorporates state-ofthe-art 

technology in the area of port ICT, is also 

currently being upgraded.” 

Less red tape 

Host with authority 

Since March 1 2010, René de Vries has been the 

new Harbour Master in Rotterdam port. As such he’s 

responsible for the fast, safe, secure and clean handling 

of Rotterdam’s shipping traffic. Safety is always the 

top priority, but the Harbour Master is also developing 

initiatives on all other fronts to ensure a smooth visit for 

every vessel calling at Rotterdam port. 

PHoto 

René de Vries (State) Harbour Master of Rotterdam 

“The best job in the Netherlands.” Seldom were 

these words spoken with more conviction than by 

the new (State) Harbour Master of Rotterdam, 

René de Vries. De Vries, 50, has been working for 

the Port of Rotterdam Authority since 1982 and 

throughout his career has got to know every nook 

and cranny of the port organisation and the 

harbour. De Vries: “The legacy I’ve inherited from 

my predecessor Jaap Lems is a port with a 

fantastic nautical reputation and great accessibility. 

The efficient handling of shipping traffic is due in 

part to the close cooperation between pilots, 

boatmen and tug services.” 

The Harbour Master (and his 500 or so colleagues) 

can further rely on eight patrol vessels (“my eyes 

and ears”) and an advanced Traffic Management 

System that is continually being updated. De Vries: 

It’s a necessary investment. In the aftermath of the 

economic crisis the number of vessels calling at 

Rotterdam port has picked up sharply to more than 

34,000 ocean-going vessels. Once Maasvlakte 2 is 

taken into operation in 2013, Rotterdam must be 

ready to cope with further increased activity, 

particularly in the port’s western area. De Vries: 

“Information exchange and planning are key 

elements: traffic planning, but also inspections 

planning. It’s not only a case of vessels mooring 

alongside the quay safely and on time, the 

inspection duties must dovetail seamlessly with 

their schedules so that ships don’t run into 

unnecessary delays.” 

No less than 23 different inspection services 

operate in Rotterdam port, such as the Customs 

Authorities, the Food and Consumer Product Safety 

Authority, the Harbour Police and so on. De Vries: 

“In the past that sometimes used to result in a 

parade of inspectors on the gangway. That’s why 

an agreement has since been forged to reduce the 

burden of supervision. Where possible, the one 

service will take over the work of another. Customs 

coordinates everything related to cargo, and we 

coordinate all the services related to the vessel. 

The result: less red tape and more customerfriendly 

inspections, without any concessions to 

safety. Risk-oriented supervision should also be 

seen in this light: shipping companies that have 

organised their affairs properly need not be 

bothered unnecessarily by inspections. One’s 

reputation helps. But ships that don’t always take 

due care with regard to safety can expect frequent 

inspections.” Mind you, says De Vries, “as Harbour 

Master I’m a host with authority. Everyone is 

welcome, but they have to keep to our rules. 

Otherwise we will not hesitate to act, safety comes 

before anything else.” 

Sustainability 

When it comes to sustainability, the Harbour 

Master’s office also plays its part. “All our patrol 

vessels run on low sulphur fuel and will shortly be 

equipped with an exhaust purification installation. 

And we’ll certainly cut emissions by constraining 

inland vessels to use on-shore power supply where 

possible. That too is a step forwards in reducing 

the carbon footprint of the world’s cargo flows.”

14 

European A-location 

for “K” Line 

Together with the three other shipping lines which make up CKYH - the Green 

Alliance, “K” Line from Japan is a partner in ECT’s new Euromax terminal at 

the Maasvlakte. Fer Penders, Managing Director of “K” Line Netherlands, has 

high expectations. “It takes time to establish such a state-of-the-art operation, 

but in the end it will be the most advanced and best terminal in Europe.” 

PHoto 

“The Euromax Terminal assures of secured berths and ample capacity for the future.”


Fer Penders Managing 

Director of “K” Line 

Netherlands: “We believe 

that a further consolidation 

of our transhipment in 

Rotterdam will additionally 

benefit our service levels to 

customers.” 

“There are quite some differences between the 

various ports in North-west Europe. From a 

nautical point of view, Rotterdam however really is 

the best address,” says Fer Penders in no uncertain 

terms. “In just an hour, a vessel from the North 

Sea can be moored along the quay. Add to this the 

top-of-the-line services provided by tugs, pilots and 

boatmen and you really have an A-location, also in 

relation to the European hinterland.” For “K” Line, 

the decision to increasingly focus on Rotterdam is 

therefore only logical. Especially now that it is a 

partner in ECT’s new Euromax Terminal at the 

Maasvlakte together with the other shipping lines in 

CKYH - the Green Alliance (COSCO, Yang Ming, 

Hanjin). “It assures us of secured berths and 

ample capacity for the future in Europe’s leading 

port.” As a result, Rotterdam’s hub function is 

noticeably increasing. It is the only port in Europe 

which is served by all five of the Far East services 

of the alliance. In the eyes of Penders, the 

Euromax Terminal has everything it takes to 

become a success. “It takes time to establish such 

a state-of-the-art operation, but in the end it will be 

the most advanced and best terminal in Europe.” 

Consolidation of tr anshipment 

With the Euromax Terminal as its basis, “K” Line 

aims to increasingly consolidate its transhipment 

volumes - also for the ScanBaltic - in Rotterdam. 

Penders: “We believe that a further consolidation 

of our transhipment in Rotterdam will additionally 

benefit our service levels to customers. Important 

to note is that Rotterdam must of course remain 

supportive in terms of opening its port by all means 

to this strategy. Another important connotation is 

that the interests of our customers always come 

first.” 

Starting point Betuweroute 

Rotterdam is also perfectly situated and equipped 

for the land transport of containers across the 

European continent. “The Euromax Terminal in fact 

constitutes the starting point and terminus of the 

Betuweroute, the freight-only railway line between 

Rotterdam and Germany. We are therefore aiming 

to further develop this mode of transportation. The 

Euromax Terminal has an advanced on-dock rail 

terminal where six trains can be handled side by 

side.” Pender however does have a critical note to 

add as well. “The rail product is still not as flexible 

as it should be. If a rail operator for example wants 

to launch a new rail service, we observe time 

consuming procedures to obtain the desired time 

slot.” 

Pro Extended Gate 

“K” Line definitely also sees the potential of using 

Extended Gates in the hinterland of Rotterdam. “A 

deep-sea vessel discharges between 2000 - 4000 

containers here in the port. Let’s say 50 percent is 

destined for the Netherlands, Belgium and the 

German Ruhr area. What could be better than 

putting these boxes aboard push barges directly 

after they have been discharged at the deep-sea 

terminal, moving them directly to an Extended Gate 

such as Moerdijk (an inland port, ± 60 km from Rotterdam, 

ed) and from there arrange the further 

distribution?” With this, Penders also means to 

indicate that “K” Line enthusiastically supports the 

modal shift which the Port of Rotterdam Authority 

wants to bring about. He does however warn 

against taking this challenge too lightly though. “It 

is important to note that the container volumes are 

growing as rapidly again as before the economic 

crisis. We therefore cannot expect that overall truck 

transport will decrease. Road transport is a 

substantial part of our modal split and will continue 

to be so.” However, Penders does see possibilities 

for a Container Transferium to the east of Rotterdam. 

“To relieve the pressure on the A15 motorway 

in the port, there are studies to cluster road 

transport containers before entering Rotterdam, 

after which barge shuttles will take them to and fro 

the Euromax Terminal. We definitely support these 

kinds of initiatives.” 

Authorised Economic Operator 

No matter what, quality is paramount to “K” Line. 

Penders: “Since August 2009, we as “K” Line 

Netherlands have been AEO certified in Rotterdam. 

This certification for Authorised Economic Operator 

is now sturdily spreading throughout our global 

organisation.” To qualify for this customs status, 

Penders needed to screen his entire organisation, 

from personnel to security and procedures, etc. 

“This alone is definitely already valuable in terms 

of operational management.” Furthermore, the 

AEO status holds tangible benefits as well. “Our 

guarantee at Customs has been reduced to zero. 

Customs now officially look at us as a reliable 

partner. We for example hope to also see this 

reflected in fewer scan inspections. Moreover, the 

AEO status of course is a quality standard for our 

customers.”

16 

Rotterdam, 

the European 

Connectivity Hub 

An optimally accessible Europe: to make the port even 

more distinguishing in the future, the Port of Rotterdam 

Authority is developing an ambitious rail and inland shipping 

programme aimed at further profiling Rotterdam as 

the European Connectivity Hub. The market is more than 

welcome to participate. 

PHoto 

Inland shipping is an unrivalled trump card. 

For Rotterdam, rail and inland shipping are the 

main hinterland modalities of the future. With the 

constant increase in container volumes, they are 

ideal for ensuring that in addition to the important 

Dutch market, the European market remains 

optimally accessible as well. Both modes of 

transport also fit in perfectly with Rotterdam’s 

sustainability strategy. The port’s starting position 

is good: The dedicated Betuweroute freight-only 

railway line offers Rotterdam a direct connection 

with Germany, from where cargo can be moved 

further into all corners of Europe and vice versa. 

The rivers Rhine and Maas in addition make inland 

shipping an unrivalled trump card for efficiently 

transporting containers to and fro Belgium, 

Germany, France, Switzerland and the Netherlands 

itself. 

Major challenge 

Of course, all these advantages do not automatically 

guarantee a successful future. The expected 

growth poses major challenges. Where currently 

about 6.8 million TEU travel to and from Rotterdam


stimulation programme to bring about both a modal 

shift and a port shift. Martien Windhorst, manager 

of the department: “Our programme comprises 

concrete activities based on several pillars: 

increasing capacity, making optimal use of the 

existing infrastructure, optimising processes, 

acquisition of new cargo and the promotion of new 

connections. If necessary, we will also consider a 

financial incentive. All with the aim of further 

strengthening Rotterdam’s position as the European 

Connectivity Hub.” 

R ail progr amme: more capacit y 

Regarding rail, all the future container terminals at 

Maasvlakte 2 will have their own rail facilities. 

Ensuing from this, a massive expansion of the 

existing rail yards at the Maasvlakte has been 

planned as well. “Together with the current and 

future terminal operators, the shipping lines, rail 

operators and railway companies, we as the Port 

Authority also want to develop a common rail 

terminal at the Maasvlakte,” says Business 

Manager Linda Borsodi. “Insofar as the deep-sea 

terminals are not capable of compiling complete 

shuttle trains for the hinterland at their own rail 

facilities, they can make use of the common rail 

terminal for this.” 

Rail programme: optimum utilisation 

No waiting for an 

open bridge 

A separate project in the 

port area for stimulating 

rail transport is aimed at 

improving the opening 

regime of the Caland Bridge. 

Due to insufficient coordination, 

trains regularly ended 

up waiting for an open 

bridge. By now, a tool has 

been developed to address 

this. 

across the European continent - mainly by truck - 

expectations are that this will increase to 20 million 

TEU by 2035. By that time, the Port of Rotterdam 

Authority will bind customers to move 45 percent of 

their hinterland transport from the Maasvlakte by 

inland shipping and 20 percent by rail. In the 

current modal split, these percentages are 

respectively 39 percent and 13.5 percent. Absolute 

numbers say even more about the impact of the 

growth ambitions: inland shipping will grow from 

2.8 million TEU right now to 9 million TEU in 2035 

(an increase of 6.5 percent per year), rail from 

600,000 TEU to 3.7 million TEU (6 percent growth 

per year). Figures which are spurred by both a 

modal shift and the actual increase in the container 

volumes which are moved via Rotterdam. 

At least as important as expansion is making more 

efficient use of the existing rail capacity. As the 

party responsible for operating the Betuweroute, 

Keyrail (35 percent owned by the Port of Rotterdam 

Authority) plays an important role in this. Keyrail 

aims to attract as many trains as possible to the 

dedicated, freight-only railway line between 

Rotterdam and Germany. To ensure an optimum 

use of the available rail capacity, the company also 

acts as an integral chain manager, both in the port 

itself and towards the hinterland (also see pages 

20 - 21, ed.). Between the North Sea and the 

German border, trains should never be waiting or 

standing idle. Data exchange plays an important 

role in this, among other things through the Port 

Community System of Portbase. Borsodi: “We aim 

to further improve the turnaround times of trains in 

the port by at least twenty percent.” 

Martien Windhorst: director 

Logistics 

Capacit y and qualit y 

To actually achieve the proposed growth in rail and 

inland shipping, the Port of Rotterdam Authority is 

fully focusing on the further development of both 

modalities. To this extent, the Logistics department 

of the Port Authority has developed an ambitious 

Rail programme: more cargo in new 

markets 

In addition, Rotterdam is looking at rail to achieve 

growth in new markets. Windhorst: “The ambition is 

to gain more market share in the axis of Europe: 

Central Germany, Southern Germany, the Czech

18 

Republic and Slovakia.” If the required rail facilities 

are lacking in promising European regions, then it is 

definitely an option for the Port Authority to acquire 

sites itself or otherwise stimulate the realisation of 

a rail terminal. Together with terminal operators and 

shipping lines, the Port of Rotterdam Authority is 

also continuously and actively exploring the 

possibility of establishing new connections. 

Windhorst: “We also feel responsible for the 

capacity on the corridors and in the hinterland. 

The central question in that respect is always: what 

does the shipper need?” 

Inl and shipping progr amme: 

more capacity 

With an expected threefold increase in container 

flows - 9 million TEU in 2035 - the inland shipping 

sector even has a bigger challenge to match. In 

addition to the traditional handling of inland barges 

at the deep-sea quays, the Port Authority and 

terminal operators are therefore increasingly 

working towards dedicated inland barge facilities. 

Existing examples are the Hartel Terminal and Delta 

Barge Feeder Terminal of ECT and the Rotterdam 

Container Terminal, all of which are situated at the 

Maasvlakte. The new deep-sea terminals at 

Maasvlakte 2 will each have own dedicated barge 

terminals as well. Business Manager Donald Baan: 

“For the handling of small call sizes, we are also 

looking into the establishment of a terminal-neutral 

Barge Service Centre in the port. This will help all 

parties. The smaller vessels spend less time at the 

terminals and the regular quays will have more 

capacity for the larger inland barges with ditto call 

sizes.” 


better utilisation 

“A lot can also be gained through improved coordination,” 

continues Baan. “It is not unusual for inland 

container barges to call at eight to ten terminals. 

That poses great challenges in terms of turnaround 

times. Delays can easily occur.” Through the inland 

barge programme, the Port of Rotterdam Authority 

therefore aims to realise a system for optimum 

coordination between inland barge operators and 

deep-sea terminals. Data exchange beforehand via 

the Port Community System of Portbase is the start 

for this. But there are other possibilities as well. The 

market itself is also launching initiatives to this 

extent (MIS Cobiva). Other options are that the Port 

Authority stimulates coordination through its own 

vessel traffic management or through the establishment 

of a similar kind of chain manager as Keyrail 

in the rail sector. 


more cargo 

To create an optimal inland network the Port of 

Rotterdam Authority regularly consults with 

regional authorities, barge operators and other 

relevant parties. Furthermore, the Port Authority 

stimulates the inland shipping sector through the 

acquisition of sites for inland terminals, which are 

then leased to commercial operators against 

market-conform conditions. This for example is how 

the Wanssum Intermodal Terminal in the south-east 

of the Netherlands - which will soon expand - was 

realised. Another example can be found in Alphen 

aan den Rijn, some 60 kilometres from Rotterdam, 

where a new inland terminal is set to open in the 

autumn of 2010. Using inland shipping, Heineken 

will move most of its export beer to the sea port 

from here. 

Together with the market 

Windhorst concludes: “No matter what, the Port of 

Rotterdam Authority is always willing to think along 

in terms of concrete pilots and such with shippers, 

logistics service providers, shipping lines and 

terminals. Companies can always contact us with 

any ideas or questions they may have for shifting 

cargo from the road to inland shipping and/or rail. 

What matters to us is that as the European 

Connectivity Hub, Rotterdam can continue to offer 

the market optimum added value - now and in the 

future. 

Quality mark inland 

terminals 

A brand new initiative to draw 

more cargo to inland 

shipping is the implementation 

of a quality mark for 

inland terminals. This is done 

together with the Dutch 

Association of Inland 

Terminal Operators (VITO). 

The quality mark will make it 

possible for shippers and 

logistics service providers to 

easily gain insight into the 

qualities and added value of 

(mainly) inland barge 

terminals, especially those in 

the Dutch hinterland. The 

certification for the quality 

mark is based on five criteria: 

sustainability, security, 

service, IT and customs 

handling. The plan is to 

already award the first 

certificates after the summer. 

The quality mark helps inland 

terminals to better market 

themselves and with that 

contributes to a further 

modal shift. 

“We aim 

to further 

improve 

the 

turnaround 

times of 

trains 

by at least 

twenty 

percent”


logistics through all its pores; the ties with Rotterdam 

are strong. Some twenty percent of Rotterdam’s 

container flows by rail start or finish in Venlo. What’s 

more, the Port of Rotterdam Authority is landlord of 

the Wanssum Intermodal Terminal, an inland barge 

terminal that currently handles approximately 

100,000 TEU per year and has plans for further 

expansion. In addition a new inland barge terminal 

opened in Venlo at the beginning of 2010. It forms 

part of TCT Venlo, the Extended Gate of ECT’s 

deep-sea terminals in Rotterdam. Tenhagen: “With a 

view to the future increase in cargo flows, we aim to 

organise the transport flows in the Rotterdam-Venlo 

corridor even more efficiently and reliably. By 

boosting transparency in the chain via Portbase, 

Rotterdam’s Port Community System, for example. 

Together with the Port of Rotterdam Authority and 

the business sector we’re developing a joint vision in 

that regard; most of all we want to take concrete 

action.” 

Action! 

The energy of 

collaboration 

In view of the continuing growth in container flows, 

Rotterdam and the Venlo-Venray region along the 

Dutch-German border aim to further intensify their 

existing collaboration. “Together, we want to organise 

the transport flows in the Rotterdam-Venlo corridor 

even more efficiently and reliably.” 

PHoto 

Wanssum Intermodal Terminal 

“Boosting 

transparency 

in the 

logistics 

chain” 

“In many cases Rotterdam represents Europe’s first 

point of entry for Asian cargos. But how does one 

ensure that those container flows are conducted 

rapidly and efficiently to the European hinterland? 

Close collaboration between the mainport and hubs 

like us is what makes that possible.” Joris Tenhagen 

is Programme Manager Logistics at NV Region 

Venlo, a cooperative venture between NV Industriebank 

LIOF and the seven local municipalities in 

North Limburg (south-eastern Netherlands), close 

to the German border. It’s a region that exudes 

As a blueprint for the future of the logistics region 

Venlo-Venray, the NV Region Venlo has linked up 

with other regional authorities (Province of Limburg), 

interest groups and the business sector to draft a 

logistics innovation and implementation agenda with 

concrete projects. The Port of Rotterdam Authority is 

a member of its Advisory Board. Sales Director Thijs 

van den Heuvel of Wanssum Intermodal Terminal is 

enthusiastic. “The innovation and implementation 

agenda has resulted in cooperation between parties 

you wouldn’t necessarily expect to sit down with one 

another at the same table. Together we want to make 

the region even stronger. And we want emphatically 

to involve Rotterdam in this as well. Together, we 

have to be ready to transport the forecasted volume 

increases to and from the hinterland intermodally. 

Essentially the seaport has to become one big 

throughput centre; containers shouldn’t remain there 

unnecessarily. It’s our responsibility in the hinterland 

to ensure that we can handle those huge flows even 

better and more reliably than we already do.” 

To achieve this, Van den Heuvel is a major proponent 

of not only discussing, but also doing. He has 

given a good example himself by starting to transport 

reefer containers with fruit by inland barge 

between Rotterdam and Wanssum in relation to the 

Fresh Corridor project. From Wanssum the fruit is 

subsequently transported by truck to FreshPark 

Venlo. “It turned out to work well,” he says, satisfied. 

“Hopefully it will be an example that encourages the 

region to work with Rotterdam on developing a lot 

more of this type of initiatives.”

20 

The Rotterdam - 

Duisburg 

connection 

Duisburg is the largest inland container port in the world 

and a key hub in Rotterdam’s European network. Besides 

inland shipping, rail in particular offers more and more 

opportunities in this respect, especially since the freightonly 

Betuweroute railway line between Rotterdam and 

Germany has come on stream. Through increased coordination 

and data exchange, the rail product Rotterdam 

- Duisburg vice versa can be further improved in the near 

future. 

“For us, Rotterdam is one of the most important 

seaports,” says Volker Schmitz, Managing Director 

of Duisport Agency, the cross-company marketing 

organisation of the port of Duisburg, situated at 

the heart of Germany’s Ruhr area. The same 

applies the other way around as well. Martien 

Windhorst, Director of the Logistics Department of 

the Port of Rotterdam Authority: “Duisburg is of 

strategic importance to Rotterdam, both as a 

destination in its own right and as a major inland 

hub for moving rail cargo deep into Europe. With 

the continuous increase in container flows in the 

future, its role will only become more important.” 

Both Rotterdam and Duisburg are aware of their 

interdependence and are keen to further strengthen 

the cooperation. Schmitz: “To be and remain 

competitive from a European perspective, we need 

to think and work much more in terms of networks 

and the realisation of efficient corridors.” The 

dedicated Betuweroute cargo railway line offers 

ample opportunity for that. Sjoerd Sjoerdsma, 

Managing Director of rail infrastructure manager 

Keyrail: “Our main goal is to facilitate efficient rail 

transport from Rotterdam to the rest of Europe via 

PHoto 

Martien Windhorst (l), Volker Schmitz (m) and Sjoerd Sjoerdsma: Together 

creating a better and more reliable rail product.


“We need 

to think 

and work 

much 

more in 

terms of 

networks 

and 

corridors” 

the Betuweroute. In that, Duisburg is the first major 

hub on the German side of the border.” 

Improving the r ail product 

together 

More than enough reason for Duisport Agency, 

Keyrail and the Port of Rotterdam Authority to 

jointly see how the rail product Rotterdam - Duisburg 

can be further improved. Data exchange and 

coordination are crucial for this. Windhorst: “In 

Rotterdam, we are greatly benefitting from the 

Chain Management approach of Keyrail and the 

services of Portbase, the Port Community System 

of our port which guarantees an optimum exchange 

of data.” Through the Chain Management 

approach, Keyrail has improved the cooperation 

between the many parties which make up Rotterdam’s 

rail chain. Sjoerdsma: “In the past, everyone 

would just optimise their own section; as a result, 

the total product however was sub-optimal. Using 

an integrated planning, supported by a train 

information system, we have now changed all that. 

More important are the concrete agreements that 

are at the basis of this: who informs whom. If a 

delay occurs: notify the next link in the chain 

beforehand. They can put this information to good 

use. The information must travel ahead of the train. 

One preliminary result of the Chain Management 

approach in Rotterdam is a twenty percent increase 

in punctuality, which could result in twenty percent 

increase in efficiency.” 

Translation to Duisburg 

“Such a method of working can also facilitate the 

handling of trains in Duisburg,” says Schmitz with 

conviction. “One of our subsidiaries - Duisport Rail 

- takes care of the shunting of all the trains in our 

port. For this, sound agreements are essential. If 

there are any delays in the train schedules, then 

things can become quite disordered.” Duisport 

Agency therefore wants to instigate a pilot with a 

similar Chain Management approach together with 

all the large and smaller parties in its port. “For 

this, we will gladly make use of the knowledge and 

knowhow of Keyrail. It of course also helps that we 

can show that this chain management actually 

works in Rotterdam. We are now at the starting 

point, but hope to have achieved the first results at 

the end of 2010.” 

Even before that, Duisport Agency aims to enthuse 

the port community in Duisburg for Portbase. The 

Port Community System of Rotterdam can further 

simplify the exchange of data with the seaport, for 

example if companies in Duisburg make use of 

services such as Barge planning, Rail planning and 

Cargo information. Schmitz: “We want to implement 

Portbase ourselves in the near future and then 

actively promote it amongst individual companies.” 

Corridor Rotterdam - Duisburg 

After the chain management has been improved at 

both ends, the ultimate goal of the three initiating 

parties is to further extend this to an improved 

coordination on the entire corridor Rotterdam - 

Duisburg, with joint planning, coordination of 

terminal slots etc. Sjoerdsma: “We are of course 

also discussing this matter with DB Netz, Germany’s 

rail infrastructure manager.” In combination 

with the exchange of data through Portbase, rail 

traffic between the two hubs can thus really be 

boosted. Windhorst: “Together, we are creating a 

better and more reliable rail product for our 

customers, in which more trains will be able to run 

on the same infrastructure. As far as we are 

concerned, Rotterdam - Duisburg is only the 

beginning. Once everything is up and running, we 

will also gladly implement the concept at other 

destinations.”

22 

Samskip’s hub 

is located in 


Samskip Multimodal Container Logistics is the biggest 

pan-European multimodal door-to-door operator with 

a high frequency of shortsea links and block trains, 

transporting everything in its own vessels using its own 

containers. CEO Jens Holger Nielsen: “Compared with 

our competitors, our strength is that we offer transport in 

an optimal combination of modalities: increasingly fast, 

flexible and reliable.” 

PHoto 

Jens Holger Nielsen, CEO Samskip: ” Thanks to its excellent inland 

connections, Rotterdam plays a major role for us as a hub.” 

Transport to and from the United Kingdom and 

Ireland still constitutes a large portion of Samskip’s 

cargo flows, but this multimodal door-to-door 

transport company has increasingly expanded its 

pan-European operations. Its multimodality for 

example means that from an Italian wine cooperative 

one of Samskip’s 45 foot containers loaded with 

Chianti first goes by truck to the railway station at 

Bologna where it will subsequently be loaded onto 

the daily block train to Rotterdam before travelling on 

by ship to the UK ports of Tilbury, Teesport, Hull or 

Grangemouth where the container completes the 

final stage of its journey by road. A reliable, rapid, 

flexible and - last but not least - environmentally


“We expect 

multimodal 

transport 

to grow 

faster than 

per trailer” 

Collaboration 

Nielsen: “We have started 

vessel-sharing agreements 

with parties such as 

MacAndrews for Bilbao while 

Unifeeder has been added to 

the DFDS/Samskip 

vessel-sharing agreement to 

Norway; we are also doing 

some slot swaps with BGF to 

Ireland. This not only offers 

opportunities for improved 

capacity utilization for all 

involved - and therefore cost 

savings - but also occasionally 

provides the chance to 

offer our clients improved 

service, frequencies and 

coverage.” 

friendly form of transport. Samskip maintains 

similar links with Scandinavia, the Baltics, Russia, 

Spain, Greece, Eastern Europe and more. 

“Thanks to its excellent inland connections, 

Rotterdam plays a major role for us as a hub,” says 

Danish CEO Jens Holger Nielsen at his office in 

Samskip’s Rotterdam-based headquarters. “What’s 

crucial in multimodal transport is that the different 

modalities seamlessly link up with one another. And 

that’s the case here: the Rail Service Center in the 

Waal-/Eemhaven area is just a stone’s throw away 

from the dedicated shortsea terminal of RST where 

we are a customer. Barge connections to the inland 

terminals in Germany - but also elsewhere in the 

Netherlands - are frequent and plentiful. And of 

course we’re very pleased to see that the Port of 

Rotterdam Authority has a clear focus and a sense 

of urgency when it comes to multimodal transport. 

We’re currently in talks, for example, on creating 

better opportunities for our customers for cross 

docking and consolidation near to the terminals. 

Mind you, although we’re often referred to as a 

shortsea operator, one third of our cargo volume 

has a rail link and 20 to 25 percent doesn’t even 

see the sea!” 

Acquisitions 

Profitability in multimodal transport is linked closely 

to the capacity utilization of the various modalities. 

The economic crisis has left its mark in this respect 

but Samskip has emerged stronger. “Samskip’s 

drop in turnover was far less dramatic than that in 

the shortsea and multimodal sector in general,” 

says Nielsen. “That’s because we previously had 

gone through a turn around and restructuring 

process following our major acquisitions of 

shipping lines Geest and Seawheel in 2005 - 2006. 

In addition to the integration of both of these 

companies we overhauled the entire business in 

order to boost cost efficiency against a backdrop of 

rising fuel and vessel prices. So when the crisis 

erupted we were ready and could rely on a 

rejuvenated and reasonably healthy business. 2009 

was reasonable for us, for 2010 we are cautiously 

optimistic although we currently still find unit 

revenues on the low side. However, there are signs 

this is changing as some operators are struggling 

with the lack of profitability of their business, rising 

costs and increasingly scarce capacity and 

reliability. Overall, we certainly believe that the 

industry as a whole needs to pull itself together 

and deliver much better financial returns to 

shareholders, particularly when compared to other 

industries. This goes both for the European 

regional business as well as global transport and 

logistics.” 

Growth on routes to the UK and 

Ireland 

Samskip is currently experiencing a growth in the 

trade to the UK and Ireland. Nielsen: “But it’s still a 

case of wait and see if it’s more than a seasonal 

April uplift and an uplift on low market volumes in the 

first quarter of 2009. On the other hand, in general 

we didn’t see much of seasonal uplifts in 2009 at all. 

In addition, at Samskip we believe we are winning 

some market share, although I have to say that we 

lost market share over the period 2006 - 2008. 

Customers have realised however that we’re not only 

sustainably cost efficient but that our service levels 

and reliability are high with a great deal of flexibility.” 

Competing with the trailer 

Nielsen doesn’t see a return to pre-crisis transport 

volumes for the time being. “Due to the economic 

realities, global and regional consumption will simply 

not reach that level for years. Samskip is geared for 

all eventualities, including growth and we are 

currently busy opening new corridors across Europe. 

We expect multimodal transport to grow faster than 

per trailer,” is Nielsen’s confident analysis. “And 

on a healthier financial footing; trailer tariffs are 

unsustainably low as far as we can see. Eventually 

that sector will be confronted with overdue 

investments.” The Samskip CEO sums up a number 

of other convincing arguments why multimodal 

transport will win market share from the trailer. 

“In some corridors we’re already faster, or have 

reduced the difference to no more than a couple of 

hours. We point out the environmental advantages 

to our customers as an added extra - as a part of 

the combination of cost, reliability and flexibility.” 

Moreover, Nielsen believes that the European Union’s 

green agenda will need to set limits on trailer 

transport in order to be successful. “However, there 

is a lurking danger that all kinds of misguided EU 

initiatives will subsidise the start up of pseudo 

multimodal companies that will act as if they’re 

taking trailers off the road but are in fact competing 

with other multimodal operators. Another risk is that 

the EU instead of taxing the externalities of the 

trailer industry, will start allowing mega trailers and 

road trains on the European roads to the detriment 

of the European citizen. The playing field must be 

reasonably level.” 

However, the Samskip CEO doesn’t fear such 

competition. “The only successful operators will 

be those who focus on their customers, their 

costs, their staff and their bottom line. As the 

only totally pan-European service provider we 

are fully convinced that our shortsea and multimodal 

activities will continue to growth.”

24 

Via ECS services in Rotterdam Port: 

Rockwool 

strengthens grip 

on export cargo 

Multinational Rockwool’s biggest stone wool factory is located in 

Roermond, in the south-eastern Netherlands. The stone wool manufactured 

here is destined primarily for the Benelux, but some products 

- particularly specialties - are also exported overseas. The company 

expects that the ECS services offered by Portbase’s Port Community 

System will further facilitate exports via the port of Rotterdam. 

PHoto Gerard van Heugten (Manager Transport Planning Rockwool) and Ben Engelen (customs declarant 

at Rockwool) 

Rockwool is known above all for its production of 

all types of insulation material for the construction 

sector. In addition the company also supplies a range 

of insulation solutions for the manufacturing industry 

as well as horticultural substrata for professional 

growers. In Rockwool’s extensive factory complex 

in Roermond work continues round the clock, seven 

days a week. “And the same applies to distribution,” 

say Gerard van Heugten, Manager Transport Planning, 

and customs declarant Ben Engelen. “Depending 

on the season we have some 150 to 250 trucks 

coming to the door every day.” Rockwool is a major 

promoter of the use of so-called LZVs, heavy- duty 

long-haul truck combinations measuring 25.25 metres 

in length that can transport loads of up to 60 tonnes, 

rather than the traditional truck which measures just 

18.75 metres in length and can take only 50 tonnes. 

“It’s not only more efficient, but also better for the 

environment. In principle you can cut the number of 

trucks being used by a third,” says Van Heugten. 

Most of the Rockwool products manufactured in 

Roermond are destined for the Benelux. Van Heugten: 

“We however also export a small proportion overseas, 

particularly specialties such as insulation material for 

the pipelines of chemical plants in the Middle East.” 

Annually the overseas cargo amounts to some 3000 

containers, of which the majority leave the European 

Union via Rotterdam. “For transport to the port we 

mostly use the inland terminals in Born and Venlo. 

They fetch the containers at our factory gate, and 

subsequently deliver them to the container terminals in 

Rotterdam by inland barge or train.” 

Red tape 

The accompanying flow of information is less 

straightforward. For many countries, a trip to the 

embassy concerned and the local Chamber of 

Commerce is required to secure the necessary 

export documents. In addition a bill of lading and 

sometimes a letter of credit need to be drawn up, 

while Customs requires an electronic export 

declaration. Taken together, this involves a lot of 

specialist work. Van Heugten and Engelen: “Often 

a single export order comprises more than one 

container. Unfortunately what we sometimes find is 

that on arrival in the port the shipping line doesn’t 

have space for all the containers on the arranged 

vessel.” For Rockwool that means that much of the 

paperwork has to be done over again, or needs to 

be amended. “Mostly we only get to hear that all the 

containers haven’t made it on board once the ship 

has already left port.” 

Advantages of ECS services 

That’s why Rockwool is very enthusiastic about the 

new ECS services launched by Portbase. “With this 

we can see for ourselves exactly what’s happening 

to our containers in the port. That’s very useful. And 

should the confirmation of exit from Customs be 

lacking, then the data in the ECS services offer an 

alternative form of proof that a container has left 

port. That rules out difficult questions from the 

Customs Authorities afterwards.” Van Heugten and 

Engelen therefore see the ECS services as real 

added value making export via Rotterdam more 

attractive. “You can track and trace your cargo and 

have control yourself. European exporters will be 

very happy with these ECS services. For the port 

they represent a valuable addition to their services 

offering.”


Exports made smooth and 

problem-free via ECS services 

“With the ECS services 

we can see for ourselves 

exactly what’s happening 

to our containers in 

the port” 

Exporters and forwarders throughout the whole of 

Europe can easily track and trace their container 

cargoes in the port of Rotterdam via internet using 

Portbase’s ECS services: from the cargo’s arrival 

at the container terminal up to and including its 

departure by ocean-going vessel. Any Customs 

inspection and the subsequent release of cargoes 

are also visible online; exporters can intervene 

directly where necessary. Moreover, by participating 

in the ECS services companies can ensure a rapid 

and watertight validation of their export 

declarations by Customs. Numerous major 

companies have already signed up to the ECS 

services since its introduction in May 2010, 

including Schenker International, DHL, Gaston 

Schul and of course Rockwool. 

Exporters and forwarders can use the ECS 

services entirely free of charge. The terminals and 

shipping lines will cover a large proportion of the 

costs, while the Port of Rotterdam Authority and 

the Port of Amsterdam are also making significant 

contributions. The only thing participants are 

required to do is to submit electronically to 

Portbase five basic items of data with regard to the 

export cargo. Based on this information the 

terminals and shipping lines can then comply 

efficiently with the additional customs requirements 

that have resulted from the Export Control System 

(ECS) in Dutch ports since the beginning of 2010. 

In ‘exchange’ for these cargo statistics, exporters 

and forwarders can enjoy the advantages already 

mentioned, including a rapid confirmation of exit by 

Customs, the official validation that a container has 

left the EU. Without a confirmation of exit the 

exporter/forwarder runs the risk of having to 

conduct a great deal of verification work afterwards 

in order to prove that his cargo has indeed left the 

European Union or with regard to being 

retrospectively charged VAT. The data in the ECS 

services are also valid as an alternative form of 

proof should the confirmation of exit from Customs 

not have been received, for whatever reason. 

Portbase is the overarching Port Community 

System of the ports of Rotterdam and Amsterdam 

and is a non-profit organisation. 

More information: www.exportcontrolsystem.eu. 

Exporters and forwarders can directly apply here 

for participation in the ECS services.

26 

: 

Maasvlakte 2 

taking shape 

The map of the Netherlands has already been updated. Commissioned 

by the Port of Rotterdam Authority, the contractors’ consortium PUMA 

is currently building Maasvlakte 2 in the North Sea; a completely new 

port and industrial area that will change the Dutch coastline. The land 

reclamation scheme will be ready for use in 2013. Project Director Jaap 

Dekker of PUMA announces that the quay wall of the first container 

terminal is already under construction. 

PHoto 

Jaap Dekker, Project Director Puma: “More than 120 million m³ of sand has by now already 

been deposited.”


MAASVLAKTE 2 

Total size 

2000 hectares 

Total industrial sites 

1000 hectares 

(700 hectares of which are 

to be constructed by PUMA 

in phase 1) 

Sand 

240 million m³ (phase 1) 

Quarry stone 

7 million tonnes (of which 

2 million tonnes reused) 

Length roads/bicycle lanes 

13 kilometres 

Length rail tracks 

14 kilometres 

“At the end of April 2010, we celebrated reaching 

the halfway point as regards the raising of the 

terrain for the new port and industrial area. More 

than 120 million m³ of sand has by now already 

been deposited,” says Jaap Dekker. An incredible 

amount, realised in approximately 1.5 years through 

the deployment of a large number of trailing suction 

hopper dredgers of Boskalis and Van Oord, the two 

dredging companies which together make up PUMA. 

The contractors’ consortium bears full responsibility 

for the construction of the first phase of Maasvlakte 

2: the entire coastal sea defence, 700 hectares of 

land, roads, railways and bicycle paths as well as 

the quay walls for the first two container terminals. 

Combined, an investment of approximately 1.1 

billion euros is involved. Dekker, who has vast 

degrees of experience with various land reclamation 

projects abroad, praises the approach and 

cooperation in the realisation of this new testament 

to Dutch engineering. “In Abu Dhabi and Hong 

Kong, for example, contractors need to work exactly 

according to predefined specifications; at Maasvlakte 

2, we however have ample opportunity to 

offer our own input as well. We operate under a 

so-called Design, Construct & Maintenance 

contract. Within the limiting conditions laid down by 

the Port of Rotterdam Authority, we have a free 

hand and are in full control ourselves of the 

execution.” One extra detail the Project Director 

mentions is the optimisation for the design of the 

hard sea defence construction which was achieved 

after the tender for the acquisition of this project. 

For this 3.5-km long defensive seawall against 

storms and high seas, a more maintenance-friendly 

and cost-effective solution was devised together 

with the principal. “We have equally divided the 

savings this yielded.” On a foundation of sand and 

various layers of increasingly coarser stone, the 

hard seawall comprises a block dam of 20,000 

concrete blocks with a thick cobble beach behind it. 

“In total, the hard sea defence will require seven 

million tonnes of rock,” says the Project Director. 

“Two million tonnes of this can be obtained by 

reusing the seawall of the current Maasvlakte. The 

remaining five million tonnes are brought in by 

sea-going vessel, especially from Norway. We are 

currently building a special crane - the Blockbuster 

- to exactly position the large concrete blocks.” In 

June 2010, the Blockbuster will get to work for an 

expected period of two years. 

Continuous Access 

The 3.5-km long hard seawall is part of the 

11-kilometre long outer contour of Maasvlakte 2, 

which for the remainder will consist of sand. Its 

construction is already quite far advanced. Dekker: 

“We will however keep an opening in the outer 

contour for as long as possible. This will enable us 

to keep on entering the area with our trailing suction 

hopper dredgers to further raise the site.” Most of 

this sand comes from the sea. To this extent, PUMA 

has been allocated a special extraction area twelve 

kilometres off the coast. Dekker: “The remarkable 

thing is that we have been given permission to 

excavate the seabed from 20 metres to 40 metres 

deep in one go. In the past, authorisation would 

usually only be given for the excavation of a 

relatively shallow layer. Because we are now 

allowed to go deeper, we only need to disturb a 

smaller area of the seabed.” 

According to planning, the seawall of Maasvlakte 2 

will constitute an unbroken whole from the 1st of 

July 2012. The vessels involved in the dredging and 

reclamation activities will from then on no longer be 

able to directly enter the new port and industrial 

complex from the sea. For half a year, it will 

effectively be a lake. This is because the new and 

permanent access to Maasvlakte 2 will run via the 

Yangtzehaven. This port basin at the present 

Maasvlakte can however only be extended after the 

new outer contour of the port has been equipped 

with roads, rail tracks and bicycle lanes. After all, 

the companies which border on the Yangtzehaven 

(Euromax Terminal, Maasvlakte Oil Terminal, Gate) 

must remain accessible at all times. 

First container terminal 

In the meantime, work is also already in full swing 

on the quay wall for the container terminal of 

Rotterdam World Gateway (RWG), the planned first 

occupant of Maasvlakte 2. “This is done by BAVO 

MV2, a consortium of BAM and VolkerWessels, who 

operate as our sub-contractors,” explains Dekker. 

“The quay wall is constructed on dry land. It is a 

concrete deep-wall construction of 40 metres deep 

and 1100 metres long, specially designed for the 

mooring of deep-sea vessels. Directly next to it, 

there will be a 650-metre long combi wall for 

feeders and inland vessels. As soon as the quay 

walls have been completed, we will dredge away the 

sand up to a depth of 20 metres and ships will be 

able to moor there. In 2013, the Port of Rotterdam 

Authority will deliver the last part of the site to 

RWG.” Prior to that, starting from 2011, the Port 

Authority however will already hand over parts of 

the site in order to enable RWG to become operational 

in 2014. The work of the quay builders will 

shift in December 2010 also to the other side of the 

port basin of RWG, where APMT will have its new 

terminal. “The construction of this terminal trails 

exactly one year behind that of RWG.”

28 

“Rotterdam 

is also 

the 

largest 

port 

of the 

neighbouring 

country 

of 

Germany!” 

Recycling of coffee cups, 

a natural thing 

Ciparo’s Biological Solutions 

division specifically focuses 

on the import from China of 

biodegradable disposables 

such as coffee cups, plates 

and cutlery. In China, these 

are made from such 

materials as wood pulp, 

sugar cane and maize: 

strictly renewable raw 

materials. Chong Hu of 

Biological Solutions: 

“Through our network of 

recycling companies, we for 

example supply the 

disposables to companies 

and organisations to then 

collect and recycle them 

again after use. Organisations 

that use our disposables 

are demonstrably able 

to operate in a more 

sustainable manner. It is a 

unique closed system: truly 

cradle to cradle.” 

Old paper: 

from waste 

material to 

valuable 

commodity 

The Asian demand for old paper as 

a raw material for paper and cardboard 

packaging is huge. Where 

China imported about 10 million 

tonnes of old paper in 2003, volumes 

are expected to increase to 35 

million tonnes (2.8 million TEU) in 

2014. Ciparo in Rotterdam is one 

of the larger independent traders 

with local offices in the Netherlands, 

China and Vietnam. Cradle to cradle 

is the latest trend. 

PHoto 

Joris de Caluwe, Managing Director Ciparo: 

“Rotterdam boasts the largest number of liner 

services to China.”


All over the world, Ciparo buys up old paper from 

collection stations, inspects the quality and 

organises the transport to China, Vietnam and 

India. There, strategically situated Ciparo offices 

see to it that the old paper is moved to paper and 

cardboard factories. After having been processed 

into packaging material, some of the old paper is 

moved back to the West around consumer products. 

Ciparo in addition purchases part of the 

production itself for export, particularly the more 

expensive kinds of paper. This may at some point 

be shipped back to Asia again as old paper: cradle 

to cradle. Ciparo’s Managing Director Joris de 

Caluwe: “Since a paper fibre can be reused about 

six times before it definitely becomes too short, it is 

possible that the very same fibre passes through a 

port several times. As a rule this is Rotterdam, the 

most logical import and export port in Europe for 

this kind of cargo. In China, they know all about the 

outstanding hinterland connections of Europe’s 

largest container port and sister city of Shanghai. 

Rotterdam is also the largest port of the neighbouring 

country of Germany!” 

Market in motion 

The market for old paper has soared since the 

early eighties, when collection really started to take 

off in the densely populated western countries. 

This resulted in vast quantities of excess old paper 

which China was more than glad to have. With the 

country’s incredible industrialisation, the demand 

for paper fibre for - initially - packaging board went 

through the roof over time. In addition, the export 

of old paper from Europe helped alleviate the 

imbalance in containers between the Far East and 

the West. In short, win-win. De Caluwe: “By now, 

the demand far outstrips the supply. In twenty 

years’ time, old paper has gone from a superfluous 

waste product to a valuable raw material. A shift is 

also occurring as to where paper is produced. New 

paper mills - an investment which easily entails one 

billion euros - are now especially being established 

in Asia. And no longer just for cardboard packaging. 

With prosperity levels on the rise, the domestic 

and inter-Asian demand for luxury grades of paper 

and hygienic paper has increased as well. As a 

result, we have expanded our quest for old paper. 

We now also purchase in Spain, Albania, Romania, 

Greece and Malta.” 

Logistics 

In total, Ciparo exports between 1000 and 1300 

40-foot maritime containers a month. The company 

still buys most of its old paper in Western Europe. 

De Caluwe: “From Europe, Rotterdam is an ideal 

export port for this type of cargo; it can boast the 

largest number of liner services to China as well as 

an abundance of containers which need to be 

repositioned to the Far East and which we are more 

than happy to fill.” Ciparo organises the transports, 

in which the suppliers themselves usually deliver 

the containers at the deep-sea terminal. The 

company sometimes also has a forwarder collect 

the paper. De Caluwe: “We book the containers, set 

a closing time in consultation with the shipping line, 

take care of the customs formalities and the 

terminal puts the container aboard the vessel. All 

this goes very smoothly; in Rotterdam, they of 

course know perfectly how to do all this in a timely 

fashion. The fact that the Dutch government - 

especially Customs - and the Dutch business 

community really commit themselves to making 

sure that the logistics flows run as smoothly as 

possible, regarding both exports and imports, also 

works to the port’s advantage. The hinterland 

connections to and from Rotterdam of course are 

outstanding. The containers from the Netherlands 

usually arrive by truck; if we acquire old paper 

somewhere abroad - particularly large shipments - 

then inland shipping or rail can also be used.” 

Inspection 

There are as many as sixty quality grades for old 

paper. Not a single container with old paper leaves 

before it has been inspected in conformity with 

Chinese and European standards: does the box 

contain what it should? As an authorised dealer, 

Ciparo has a Chinese license. De Caluwe: “We now 

have five offices in China. A local presence is a 

must, as is the ability to communicate in Mandarin. 

Another advantage is that in terms of commercial 

attitude, there is quite some affinity between the 

Dutch and the Chinese. The Chinese are good 

negotiators, but they also have a strong sense of 

humour and ultimately tend to come to a compromise. 

From start to finish, there is a great deal of 

flexibility.” 

Crisis 

The Chinese demand for old paper is expected to 

soar to 35 million tonnes in 2014 and then there 

are also India and Vietnam. De Caluwe: “Naturally, 

the economic crisis led to a short dip and the policy 

of shipping lines to reduce the number of vessels 

and the ensuing shortage of containers has 

resulted in strong price fluctuations in terms of raw 

materials and transport. The earthquake in Chile, 

an important paper pulp country, was also immediately 

noticeable. This remains a business where 

you constantly need to be alert.”

30 

Bunker Paradise 


The price and quality of bunkering make Rotterdam an even more attractive 

container port. “Bunkering is definitely a factor which shipping 

lines take into consideration when selecting our port,” says André Toet. 

The Chief Operating Officer (COO) of the Port of Rotterdam Authority is 

keen to maintain that prominent position, especially now that the environmental 

requirements for bunker oil are increasingly becoming stricter 

around the world. 

PHoto 

Clean fuel, safe operations: both fit in perfectly with Rotterdam’s ambition to be a sustainable 

quality port. 

André Toet, COO Port of 

Rotterdam Authority. 

Together with Singapore in the Far East and Fujairah 

in the Middle East, Rotterdam is among the three 

largest bunkering ports in the world. In 2009, ships 

bunkered 12.2 million tonnes in Rotterdam. Price, 

quality and service are decisive factors for shipping 

lines in that respect.Toet: “Rotterdam is the most 

cost-effective (see box, ed) bunkering port, has a 

good reputation as regards the quality of bunkers 

and the suppliers in addition know that especially 

container vessels will not tolerate any delays and 

always need to depart on time. The suppliers have 

grown along with the increase in scale in the 

container industry without compromising on safety.” 

Hub of fuel oil flows 

The prominent position of Rotterdam as a bunkering 

port is rooted in the presence of five refineries in the 

port and industrial complex. Nowadays, this however 

is no longer the only decisive factor though. More 

than anything else, the port is a hub where bunker 

flows come together. In 2009, the sector imported 23 

million tonnes - particularly from Russia - while the 

local refineries themselves ‘only’ produced 6 - 7 

million tonnes. Fuel oil which by the way is not just 

used for the bunkering of ships in Rotterdam. 

Approximately 15 million tonnes were exported 

again, especially by very large crude carriers 

(VLCCs). Ships for which Rotterdam, with its depth 

and accompanying facilities, is perfectly equipped. 

New challenges 

Increasing quality requirements for bunker oil 

constitute a major challenge for the bunker industry 

and for the maritime sector in general. The European 

Union has established new rules in this 

respect. The moment a ship lies moored along the 

quay for more than two hours, the sulphur content 

of the fuel must not exceed 0.1 percent. The 

International Maritime Organisation (IMO) even has 

the intention of adopting 0.1 percent as the 

standard for the entire shipping industry in 2020, 

whether a ship is at sea or in the port. In practice, 

this means that vessels will have to fully switch from 

heavy fuel oil (which currently has a sulphur content


Rotterdam cheapest 

bunkering port 

Like the price of gasoline at 

the pump, the bunker prices 

vary day by day. Rotterdam 

however is consistently the 

cheapest bunkering port. On 

the 12th of May 2010 for 

example, a tonne of fuel oil 

(IFO380) cost US $ 460 in 

Rotterdam, US $ 485 in 

Singapore and US $ 490 in 

Fujairah. More information: 

www.bunkerworld.com. 

of between 2.5 and 3 percent) to marine gas oil. 

Toet: “It will be quite challenging to realise the 

necessary refining capacity, both worldwide and, in 

our case, in Rotterdam. As opposed to fuel oil, gas 

oil is not made through blending. However, we will 

of course do everything we can to retain our leading 

position as a bunkering port.” 

Doubling 

The new European directive for a maximum sulphur 

content of 0.1 percent in fuel for vessels which are 

in port is already directly impacting Rotterdam’s 

bunkering figures. Toet: “The consumption of marine 

gas oil has doubled in the first quarter of 2010.” 

The COO however does note that in relation to fuel 

oil, the quantities of marine gas oil involved are still 

relatively marginal: just over 130,000 tonnes versus 

2.8 million tonnes. The Port of Rotterdam Authority 

and all the nautical service providers in the port by 

the way do set a good example themselves. “Since 

two years, all our ships have been running on 

low-sulphur fuel. With that, we have created our 

own demand among the oil companies. Up till then, 

they saw no market for it.” 

Environmental Ship Index 

Clean fuel, safe operations: both fit in perfectly 

with Rotterdam’s ambition to be a sustainable 

quality port. Toet: “Together with several other 

ports in Western Europe, we have also taken the 

initiative to develop an Environmental Ship Index. 

Based on this, all the ships in the world can 

be classified on a scale of 1-100 in terms of 

environmental friendliness. Sulphur emissions 

of course are an important factor in this.” 

On the 1st of January 2011, the Environmental 

Ship Index must go live. The aim is to have as 

many ports around the globe support the index 

and as many shipping lines as possible rank 

their vessels. To this extent, the International 

Association of Ports and Harbours (IAPH) will 

assume responsibility for the coordination. 

“What the ports do with the index is up to them,” 

concludes Toet. “Environment-friendly vessels 

could for example be rewarded via the sea harbour 

dues. No matter what though, I hope that the 

Environmental Ship Index will at least prove 

to be an additional incentive for a more sustainable 

shipping industry.” 

Slow steaming 

For environmental and cost 

considerations, container 

carriers have switched to 

slow steaming all over the 

world. André Toet: “This can 

save them up to a factor of 

three in bunker fuel 

consumption.” The slow 

steaming trend is clearly 

reflected in Rotterdam’s 

figures. “In 2008, 3616 

container vessels bunkered 

more than 9 million tonnes; 

last year, as many as 5206 

container ships bunkered at 

the port, but combined they 

however only accounted for 

a fuel intake of 8.6 million 

tonnes.”

Export revolution within the container sector 

Exporting is now easier than ever. Portbase’s ECS services are 

the solution for all Dutch customs obligations in connection 

with the European Export Control System. As exporter or 

freight forwarder, all you need to do is provide the five pieces 

of basic cargo data. In no time at all, you then receive 

the essential confirmation of exit. In short: a super-easy 

validation of the export declaration. Fuss with VAT? 

A thing of the past. Status of the shipment? Can always be 

monitored simply online. And the price? Zero euros for all 

exporters and freight forwarders. Shipping lines, shipping 

companies, terminals and port authorities of Rotterdam and 

Amsterdam pay all the costs. Sounds good? It is. So why not 

register today via www.exportcontrolsystem.eu or by calling 

+31 (0)10 252 22 00. 

Seattleweg 7 3195 ND ROTTERDAM 

The Netherlands T +31 (0)10 252 22 00 

www.portbase.com 

www.exportcontrolsystem.eu

special - Port of Rotterdam

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