Anthony van der


‘Tons are not the only

Dutch Offshore


Welcoming a

thing that matter’ 12 new industry








On the way up

MAGAZINE 2016 nr 2


MAY 2016



Port of Amsterdam announced a

year ago that it was rolling out

the red carpet for transhipment

companies in breakbulk (general

cargo). The aim was to attract

more breakbulk cargo to the

North Sea Canal region. Twelve

months on, Anthony van der

Hoest, cluster manager logistics,

takes stock. ‘The (un)loading

process of breakbulk is very

labour intensive, which translates

into lots of man hours. And that is

very important to us as well.’


The newest logistics concept


Intermodal can mean more than combining

transport via rail and inland waterways. Coast

hopping constitutes a short sea/feeder alternative

to the inland transportation of containers between

seaports. It allows not only existing streams to be

tapped but also completely new product-market

combinations such as waste containers. A new

European network has been born.



De Koperen Ploeg, which celebrated its 90th

anniversary on 25 January, has expanded its

tasks over the decades. The boatmen association

organises the transport of crews and goods to

seagoing vessels and even provides customs

facilities. ‘But mooring and unmooring is still our

most important task.’


MAGAZINE 2016 nr 2





Anthony van der


‘Tons are not the only

thing that matter’ 12 new industry





Dutch Offshore


Welcoming a




On the way up

Strange cargo

Project cargo destined for

Southern Russia is prepared

for transport at the Waterland

Terminal. The cargo consists of

kettles for a new beer brewery.



is a promotional magazine about the North

Sea Canal region, including the ports and

port businesses in Amsterdam, Beverwijk,

IJmuiden and Zaanstad. Amsterdam Seaports is

published by Amports

De Ruijterkade 7

1013 AA Amsterdam

The Netherlands

Tel: +31 20 627 37 06


Twitter: @Amports


Chris van der Deijl (communication manager)

Cees Visser (editor in chief)

In this issue:

05 From the chairman

07 Topical

10 The Night Watch


Pieter van Hove, Paul de Lange, Marja Lindhout,

Joris Moes, Tina Reinders, Rob Schoemaker,

Bart Stam, Cees Visser, Lisette Vos,

Haks Walburgh Schmidt

Translation of cruise section:

Writewell Quality Text Amsterdam


Chris van der Deijl (communication manager)

12 Interview: Anthony van der Hoest on the growth of breakbulk

14 Regular guests (I): No ballast for Wilson

15 Regular guests (II): To the Baltic with FinnLines

16 Playing chess with Nissan cars

18 Spliethoff Group: Five in one

19 Putting Holland Cargo Terminal on the map

20 New arrivals: Dutch Offshore Base

23 Interlloyd Averij: Managing risk

24 Forkliftcenter: Flexible with forklifts

26 In the picture: MV Solitaire

28 De Koperen Ploeg celebrates 90 years

30 WinSys: Compass in a changing IT landscape

31 Coasthopping: A new European network

33 Mistras: Specialist in non-destructive inspections

34 The proposition: Residual heat and steam

37 Safe and secure with SCBA

39 Traffic alert for IJmond tunnel

40 IJmuiden’s success with deep-frozen fish

43 The Ship: Drive Green Highway

45 Twitter update

47 Port People: Meet warehouse manager Richard Wijker

49 Port legal issues

51 History in the port

Design and layout:

FIZZ marketing and communication, Meppel


Ten Brink Uitgevers

Amsterdam, Meppel, Zwolle



48 Blom B.V.

48 C.V.V. IJmuiden

23 CWT Europe

48 De Koperen Ploeg

7, 39 Forkliftcenter


32 Interlloyd Averij

42 KVSA Logistics

46 Libelle Service

50 Machinefabriek Saedt

46 Mammoet

48 Novateq


32 Rabobank Amsterdam


36 SGS

44 STC Amsterdam

52 Telstar Port of Football

8 Ter Haak Group

6 TMA Group

42 VCK Logistics - Scandia Terminal

4 VCK Logistics - Waterland Terminal

38 WinSys


Unique terminal in Europe:

weatherproof stevedoring

Simplifying logistics.

Waterland Terminal Elbaweg 10 1044 AD Amsterdam The Netherlands +31 (0)20 448 06 20

Doing business

ING helps you here to be successful abroad

There are many opportunities abroad for entrepreneurs. Our relationship managers will be

happy to help you to make them a success. Come meet us at Breakbulk Europe in Antwerp.





See and be seen





The traditional trade exhibition

Breakbulk Europe takes place

in Antwerp at the end of May.

Our large stand and significant

presence at this event will again

strengthen relationships with the

various suppliers and players in the

market. As the Chinese are wont to

say, one visit is no visit – you have

to consistently show your face.

Breakbulk is an important market for

our ports because it offers a high level of

employment, which is at least as significant

as the cargo involved. The Port of Amsterdam

stimulated participation in Breakbulk Europe

and commissioned Amports to realise the

logistics involved. To me, this is a clear sign

of the excellent cooperation between the

various parties active in the ports of the

Amsterdam Metropolitan Region.

It is always a good thing that we show our

collective face at the various exhibitions. The

recent English language edition of our cruise

special magazine was widely distributed

at the world’s largest cruise exhibition in

Miami. This issue is (as you can see!) is also

being published in an English version and

will reach a large international audience at

Breakbulk Europe.

Our annual Port Guide with information

about the Amsterdam Metropolitan Region,

the seaports on the North Sea Canal

and overviews of the clusters, terminals,

authorities and maritime services, is handed

out during international exhibitions and

trade missions as well as being presented to

guests visiting our region.


Amports also aims to strengthen ties

within our region as much as it does at

the European and intercontinental level.

Our ‘Tulpenborrel’ event at the Felison

Cruise Terminal, a new social initiative that

attracted many members, was successful.

Breakbulk is an

important market for

our ports because it

offers a high level of


And, as this issue goes to press, we’re

receiving many enthusiastic registrations for

the upcoming Port Golf Tournament.

Interest in our monthly digital newsletter

the ‘Havenflits’ is increasing too. Moreover,

Amports now has almost 4,000 followers on

Twitter (@amports).

One of the roles of Amports is to find and

maintain support within the ports in the

North Sea Canal area, and we will continue to

do so in the future.


In the next edition of Zeehavens

Amsterdam we will be meeting the main

players in the port. Our theme will be

the labour market and education as we

look more closely at the competencies

required of the port professionals of today

and tomorrow. What challenges are they

facing and what is expected of them

over the coming five years? How are port

companies and the maritime/technical

training colleges addressing these issues?

We will also be talking with various young

people to gain their insight into how it is

to work in the port and see how that plays

out in practice. All this and more in the

next issue, which will be published in the

end of June.














TMA16_CSXXXXXX_ADV_185x132_FC.indd 1 19-04-16 15:15








Good year for DFDS line


2015 was a great year for the DFDS line service

between IJmuiden and Newcastle with a growth

of both the number of passengers and cargo

transport. The passenger flow saw an increase of

2.6 per cent to 587,000 people. Cargo transport

over the North Sea saw an even more substantial

increase of ten per cent. According to the shipping

companies, the increase is due to the combination

of the growth of the economy and active

marketing. •

Spaansen rents quay in

IJmond Harbour

Sand and gravel company Spaansen

Grondlogistiek has realised a considerable

expansion in the IJmond Harbour. The

company has rented an area of 7,000 m2 on the

Volendamkade for a period of at least three years

in order to create an open connection to the North

Sea, and enable the transport and transhipment of

the sand extracted at sea to its own inland vessels.

Spaansen is renting the Volendamkade from Port

of IJmuiden NV for a period of three years, with an

option for extension. •


New fire extinguishing

pontoon in Amsterdam

The Port of Amsterdam and the

Amsterdam-Amstelland fire

brigade have officially taken the

new fire extinguishing pontoon

Cerberus into use. This allows the

Harbour Master Division of the

Port of Amsterdam to supply extra

extinguishing capacity from the

water in case of long-lasting fires.

The fire extinguishing pontoon is a floating pontoon equipped with a pump unit to

which seven hoses can be attached. The total extinguishing capacity is 38,000 litres a

minute, and it is operated by the Amsterdam-Amstelland fire brigade.

“The Harbour Master Division of the Port of Amsterdam is responsible for the safe, fast

and sustainable processing of the shipping traffic in the North Sea Canal region,” says

Marleen van de Kerkhof, State Harbour Master. “The use of this pontoon contributes

to these activities. Cerberus is a great example of chain cooperation between our

company and the Amsterdam-Amstelland fire brigade.” Cerberus is named after the

guardian of hellfire in classical art. •

Amsterdam on the

map for ethanol due to


Amsterdam company N.W.B.

(the Northern European Wine

Storage Company) and the Port

of Amsterdam have arranged

that ethanol has been included

in the price list of PLATTS as of

1 April. This benefits both the

competitive position of the

storage and transhipment of

ethanol at tank terminals in

Amsterdam and the negotiating position of the producers of and traders in ethanol.

PLATTS is a leading platform for information and a benchmark for clients from over

150 countries active in the energy markets. It provides information on gas, electricity,

metals, agriculture and petrochemicals. The inclusion of the Amsterdam ethanol by

PLATTS will increase its visibility and tradability.

N.W.B. is specialised in the storage and transhipment of drinkable, industrial and bioethanol.

In 2015 the terminal was upgraded and made accessible to sea-going vessels

with lengths up to 185 metres. •



Your Partner in Port Logistics

and Offshore Services

USA terminals handles

RoRo cargo, breakbulk and

heavy lift.

USA terminals handles


Dutch Offshore Base*

24/7 service to the maritime

offshore industry.

* Dutch Offshore Base is a new joint

venture of the Ter Haak Group, Dutch

Offshore Group and Rotterdam Offshore Group.


Zaandam ready for

large river cruise


After the festive opening of the newly adapted Bodecentrumkade dock on

13 April, Zaandam stands ready to receive large river cruise vessels. The

day belonged to the 135-metre MS Inspire, which was the first to moor on

the quay next to the Zaantheater.

Zaandam has long been a popular stop for smaller cruise vessels on the route

to and from Amsterdam. The Bodecentrumkade dock was extended to make it

more appropriate for larger river craft, with a new staircase and lift installed for

easy access. The dock also now provides shore power.

The official opening ceremony was performed by Dennis Straat, municipal

councillor from the municipality of Zaanstad, Koen Overtoom, operational

director of the Port of Amsterdam, and Marco van Ingen of Scylla Cruises, the

company that owns MS Inspire.

River cruises are a growing market. Over recent years the number of passengers

in Amsterdam has risen from

321,000 to 445,000 per year. The

new dock in Zaandam is the

result of a partnership between

the municipality of Zaanstad

and the Port of Amsterdam as

they aim to spread the river

cruise sector more evenly across



Trawler Quay

The Trawler Quay in

the IJmuiden port area

is being renovated.

Employees of De Boer

& De Groot Civiele

Werken are placing a

new steel sheet pile

wall for the old part of

the quay, and there will be new floating steel piers with

lengths of approximately 45 metres in the water off the

quay. Most of the work will be performed from crane


The operations will result in extra pier space for the

rescue boats of the Royal Netherlands Sea Rescue

Institution (KNRM) and the company Windcat Workboats

which arranges transport to and from wind turbine

parks. The quay had already undergone substantial

changes some 18 months earlier. Those activities were

aimed at revitalising the Middenhaven area as part of

a multi-million project that started in September 2010.

The current renovations should be finalised before the

summer holidays. •

the region. •



A magical book


De Magie van het IJ –

Panorama Amsterdam-Noord

Text and illustrations: Aafke Steenhuis

Size: 126 pages (22.5 x 29.5 cm), full colour

Price: €29.95

Publisher: Philip Elchers, Groningen

ISBN: 978 90 5048 167 0

Aafke Steenhuis is a journalist,

writer and painter. She and her

husband have lived on the IJ

waterfront in Amsterdam-North

since 1985. To be precise, theirs is

the house in Zaandam style on the

Nieuwendammerdijk with a beautiful

green wooden gable. This was

once the town hall of Nieuwendam

until ‘big brother’ Amsterdam incorporated

the village in 1921.

Steenhuis wrote and illustrated De Magie van

het IJ (‘The Magic of the IJ’) as a homage to

her current residence. Over 45 chapters she

describes the history of Nieuwendam, Amsterdam-North,

the surrounding area of Waterland

and the IJ itself. The story includes portraits

of local people, such as her former neighbour

Siem Noom (1905-1994), who sometimes told

stories of the great flood of 1916.

Since Steenhuis also paints, there are many

watercolours and oil chalk/oil paintings in

the book. They include lovely illustrations of

people, houses and streets, polders, plants

and animals – as well as ships, reflecting her

long-lasting fascination for the maritime


In De Magie van het IJ, Steenhuis devotes

considerable attention to the shipyards in

Nieuwendam and Durgerdam, including what

is today known as the Oranjewerf, as well as

Damen Shiprepair Amsterdam and its illustrious

predecessors ADM, NDM and NDSM. There

is also is a separate chapter on the construction

of the North Holland Canal and the North

Sea Canal in the 19th century. The afterword,

written by Eduard de Visser (Port of Amsterdam),

focuses on the importance of renewable

energy, clean marine fuels and new, innovative

companies in the port of Amsterdam. •



Activities in the Amsterdam port continue

around the clock as this stunning image of

Seajacks’ Scylla in Ijmuiden shows. This new

installation and work vessel developed by

Samsung Heavy Industries is used for the

oil & gas markets and offshore wind turbine

parks. It has a length of no less than 139

metres and can be adapted to the specific

needs of each project. That’s why Scylla is

in IJmuiden here. Her first task is laying the

foundations for the German offshore wind

turbine park Veja Mate. This involves 67

monopiles, each of which weighs over 1,300

tons. To check the foundations and install

them in the right way, they are handled

by a monopile gripper. This gripper guides

the monopiles while they are being sunk

into the seabed, and was made by Breman

Offshore in IJmuiden.







‘Tons are not all

that matters;


involves lots of

man hours’





Port of Amsterdam announced a year ago that it was rolling

out the red carpet for transhipment companies in breakbulk

(general cargo). The aim was to attract more breakbulk cargo

to the North Sea Canal region. Twelve months on, Anthony

van der Hoest, cluster manager logistics, takes stock.


The percentage of breakbulk is not large in the

Amsterdam port region, and has been under pressure

for some time. The transhipment of cargo transported

as general cargo, via Ro/Ro vessels, in containers or as

project cargo – the broad definition of breakbulk – fell from

3.7 million tons (2013) to 3.1 million tons in 2014. Last year,

this reduction continued to approximately 2.8 million tons.

Nonetheless, cluster manager logistics Anthony van der

Hoest of Port of Amsterdam is looking ahead to the coming

year with cautious optimism. “We have seen a slight growth

in the first two months and the expectation is that we will

recover to 3.1 million tons this year.”

One year ago, the port authorities announced it would be

increasing its focus on breakbulk in close cooperation with

the Amsterdam terminals and service providers. Amsterdam

has the facilities, there is space available for, in particular,

temporary storage, the connections with the hinterland

are excellent, and prices are favourable. And, according to

Van der Hoest, Amsterdam has even more to offer, such as

a reliable and flexible organisation. “When a vessel moors

in our port, we maintain close contact with the captain and

crew to check whether everything is going well, and, when

required, we can step in and resolve possible issues directly.”

Positive development

According to the cluster manager, the focus on breakbulk –

and the cooperation within the port – had concrete results over

the past year. One of these was the construction of a fourth,

covered warehouse at VCK on the premises of the Scandia

Terminal. The new location facilitates the dry (un)loading

of vessels with breakbulk. The establishment of the Dutch

Offshore Base, with Amsterdam company Ter Haak Group

as one of the partners, is another positive development. The

crane vessel Conquest MB1 – with a lifting capacity of 1,400

tons – is now stationed at the USA Terminal, for instance.


Breakbulk is a certain type of cargo that is transported

individually. It does not include containerised cargo.

Examples include steel, paper, pallets and tubing. The

broader definition also includes project cargo and cargo

on wheels.


The main event in the European sector, Breakbulk Europe 2016, will take

place from 23 to 26 May in Antwerp. The exhibition days are on Wednesday

25 and Thursday 26 May. On behalf of Port of Amsterdam, Amports is

organising a joint stand participation.

Van der Hoest also mentions the cooperation between

Koopman Car Terminal, Holland Cargo Terminal (HCT)

and VCK, which has been intensified for the transhipment

of cars at HCT. Active in the port at the former premises

of the Amsterdam Container Terminal, HTC is attracting

more business, partly due to the wind turbine park project

Westermeerwind on the IJsselmeer lake. HCT’s premises are

used to partially assemble wind turbine parts originating

from Denmark; they are then loaded onto pontoons for

transport to the IJsselmeer. The terminal is expected to soon

receive an environmental license allowing it to tranship other

types of cargo as well.

Amsterdam as alternative

Competition, mainly from Antwerp, remains as stiff as

ever. The Belgian port city has line services for breakbulk,

while Amsterdam depends more on incidental shipments

(on demand) and industrial services. Nonetheless, Van

der Hoest sees opportunities for increasing Amsterdam’s

share in breakbulk, especially by directly approaching the

decision-makers (transhipment companies). “Our message

is that Amsterdam is an excellent alternative and we want

to disseminate this more widely, together with the terminals

and service providers. By working together we can attract

more business. Without cooperation we will go nowhere


The breakbulk percentage in the Amsterdam port may be

small, but the market does provide lots of employment and

added value, Van der Hoest underlines. “The importance of

a market is often expressed in tons of cargo, but that’s not the

only thing that matters. The (un)loading process of breakbulk

is very labour intensive, which translates into lots of man

hours. And that is very important to us as well.” •





With around 300 calls a year, Norwegian short-sea

shipping company Wilson is a regular and welcome guest

in the Amsterdam port. The company also aims to rarely

if ever sail with ballast, which requires flexibility both

from Wilson and the terminals its vessels visit.


Coasters from Wilson Eurocarriers carrying bulk,

breakbulk and project cargo call at the piers of

IJmuiden almost daily. With a fleet of 112 vessels

varying between 1,750 and 8,500 tons, Wilson performs

some 11,000 trips between the White and Black Sea (i.e., the

entire European coast), with an emphasis on Northwest.

This makes Wilson one of the largest European players in


“We mainly transport dry cargo such as aluminium, steel,

coal or grain to and from Amsterdam for our clients,” says

Robert Bravenboer, director of Wilson Agency in Rotterdam.

“We do so using line-services – either with scheduled trips,

or with tramps. Our strength lies in the size of our fleet,

of which we own 80 per cent, and the varying tonnages.

Another major factor is our exchangeable sister vessels.

Taken as a whole, this means we can operate flexibly and

cost-efficiently. Sailing under ballast is not for us.”

Although Wilson visits various terminals in the North Sea

Canal region, including Omya (talc), Rietlanden (coal),

Cargill (agri), Rotim (stone) and Tata (steel), the Waterland

Terminal (VCK) is ahead with 175 calls. The three covered

Waterland halls were especially chosen for rain-sensitive

cargo such as steel coils and cellulose. Bravenboer: “Loading

and unloading in a covered hall not only eliminates an

element of risk for rain-sensitive cargo, it is also very fast

and accurate due to an (un)loading process with overhead

cranes to and from adjacent lighters.

“We are curious to see the new and higher covered hall that is

currently under construction. Our larger vessels have a nonfoldable

mast to fore, and the new hall could enable us to

(un)load them in a covered location as well. The clear benefit

of Amsterdam is that it is not a tidal port, which means that

we can accurately calculate the maximum height. Moreover,

Waterland is the kind of terminal I appreciate: always

looking to find the quickest solutions. There are hardly any

waiting times, especially with regard to our line services. To

expand our activities in Amsterdam, we recently opened our

own shipping agency near the Waterland Terminal.”


Bravenboer continues with a comment on the benefit of

using relatively small vessels: “There is always space for us

in the locks. In addition we use very few tugs, a quarter of

our vessels are not subject to compulsory pilotage, and quite

a few of our captains on our larger vessels have a pilotage


The entire climate in Amsterdam is favourable, according

to Bravenboer. “There is a clear ambition to attract more

breakbulk. Moreover, the Port of Amsterdam is stimulating

more sustainable shipping by giving good discounts on port

dues to shipping companies that perform well in accordance

with the Environmental Ship Index (ESI). And Wilson

benefits from these developments.” After a brief silence, the

born-and-bred Rotterdammer concludes: “I know am giving

a lot of credit to our great rival Amsterdam, but I guess it has

earned it!” •







The short sea shipping

company Finnlines has

maintained a good

relationship with the port of

Amsterdam for over a hundred

years. Part of the Grimaldi

Group, the company is a

leading operator of Ro-Ro

and passenger services in the

Baltic and North Sea. Despite

the aftermath of the 2008

crisis and the current tensions

regarding Russia, traffic

manager Blasco Majorana

remains optimistic for the

medium term.


The main activity of Finnlines is operating ferry services

between Finland and Germany, Finland and Sweden,

and Germany and Sweden, explains traffic manager

Blasco Majorana. “Thanks to their frequency and the time

benefits, these connections offer a unique alternative to

road transport. Being part of Grimaldi also offers us more

flexibility and efficiency.”

One of Finnlines’ services is a weekly connection between

Amsterdam and the Baltic Sea. It deploys Sto-Ro and Ro-

Ro vessels, depending on the requirements of the cargo.

Freight transported into Amsterdam mainly consists of

forest products and vehicles, while rolling stock, containers

and mixed goods are on the return leg. Finnlines has had

a successful relationship with the agent VCK Logistics for

more than 50 years now.

New lock

Majorana is very enthusiastic about Amsterdam’s nautical

services and Scandia Terminal. The company also looks

forward to the commissioning of the new lock in 2019, which

will make the port more accessible, available and reliable.

When asked if there is anything more that Amsterdam could

do, Majorana replies that we are not quite out of the woods

after the downturn and stimulus measures are still needed

to return to the original import-export levels. “There is a

considerable risk for short sea shipping that freight switches

back to road transport, which is reinforced by the current low

fuel prices. This is why cooperation with port authorities is

so important, and can help strengthen the competitiveness

of our services and keep cargo on the docks.”

As for trends in short sea shipping in the Baltic Sea, the

traffic manager refers to the difficult political situation

in Russia and tensions with Europe, including the severe

sanctions imposed by European countries. “This is making

things difficult for eastbound cargo flows and causing an

imbalance between imports and exports. The depreciation

of the Russian rouble, which is linked to these developments,

is not conducive to the restoration of the flows. Nonetheless,

we remain cautiously optimistic about the overall chances of

recovery in the medium term.” •







Nissan’s European distribution centre has been

a distinctive feature of Amsterdam’s Westpoort

district since as far back as 1970. Together with

Waterland Terminal and Koopman Car Terminal, this

well-oiled organisation is set up for the receipt

and continental distribution of Nissan cars. Despite

the efficiency, however, nothing in the automotive

industry can be taken for granted.


Playing five games of chess simultaneously. That’s

what Michel Kool does in his role as director of Nissan

Carrier Europe (NCE) as he oversees the maritime

side of Nissan’s European logistics from his Amsterdam base.

The first chess board concerns NCE as a local shipping agent,

directing 176 calls by car carriers (62 deep sea and 80 short

sea) in 2015, transporting a total of 176,000 cars. On the

second board NCE acts as general agent in Europe for mother

company Nissan Motor Car Carrier (NMCC), maintaining an

overview and directing shipping routes and schedules within


The situation whereby all cars and spare parts came from

Japan has long been consigned to the past; Nissans now come

from all over the world. European manufacturing plants are

located in Sunderland (UK) and Barcelona, for example. In

2015 NCE co-ordinated 238 European port calls and 47 deepsea

car carrier ships from places such as Japan, India and

Mexico. Kool: “It’s all down to planning, communication and

finding solutions to operational problems. Japan being eight

hours ahead of Europe is one such difficulty. So we handle it.”

On the third chess board, NCE is commercially responsible

for the Nissan European Short Sea Contract – the office’s most

important function – which oversees the planning of shipping

from Newcastle and Barcelona to European destinations

from the Baltic States to the eastern Mediterranean Sea, with

Amsterdam functioning as a distribution hub for continental

Europe. NCE is also involved in the many Nissan projects

aimed at continuously optimising its logistics. In addition,

a close partnership has existed since 1999 between Nissan

and Renault, which involves shared production locations

and the necessary logistical cross-flows.

Kool points out that the operational responsibility for

shipments lays with sister company Euro Marine Logistics

(EML), based in Belgium. “Our teams work together closely

to reinforce the Renault-Nissan alliance. NCE and EML sit

down together with Nissan and Renault’s logistics staff on

a weekly basis to ensure that the right cars are in the right

place at the right time throughout Europe. The frequency of

sailings, lead time from manufacturing plant to destination

and the reliability of the schedule are our guiding principles.

The EML-operated fleet of 14 shortsea ships (with capacities

from 700 to 3,000 units per ship) offers a strong foundation,

while the addition of deep-sea ships within the short-sea

network provides extra flexibility. The fact that we are able

to co-ordinate the combination of short-sea and deep-sea

shipping is one of our strengths.” Furthermore, seven of

the 14 short-sea ships are owned by EML. On the fourth

chess board, therefore, NCE is responsible for the technical

management of the ships and the financial/administrative

side of the business. Finally, board five sees NCE responsible

for shipments from Europe to non-European destinations,

which do not always involve its own line services.

Extremely competitive

To paint a picture of the complexity and competitiveness

of the automotive industry in general, Kool explains that


not all European Nissan car transportation contracts are

automatically carried out by NCE. “We have to work hard to

continue to guarantee the right price and the right quality.

Nothing can be taken for granted.”

This also applies to the presence of Nissan in Amsterdam.

Even though Nissan has been established in Amsterdam

since 1970 and the current combination of NCE, stevedore

Waterland Terminal and Koopman Car Terminal has become

a well-oiled machine, there is no guarantee that Nissan will

remain in Amsterdam. Pirates from other ports are waiting

to pounce. Cars are a prized cargo due to their strong added

value and employment opportunities, resulting from their

storage, technical operations and of course transhipment

to end users. “Each port has its own ambitions and methods

of working. Local authorities and terminal operators work

together closely to portray their port in the most positive

‘Another strong point is

the space available in


light. Quality and reliability are essential but costs are often

the decisive factor.”

Koopman has been doing a fantastic job in Amsterdam for

years, which means that Nissan can confidently handle

large shipments via the port, according to Kool. But we are

also reliant on the hauliers that take care of the distribution

from Amsterdam to the final destinations. He suspects

that Koopman must make a strong offer during the next

tender phase to stay ahead of the competition. “The

partnership between NCE, Koopman and Waterland is

working well in terms of quality, capacity and flexibility.

NCE’s Marine Technology Department, which evaluates

the quality of all the stevedores with which we work in

Europe, can have little to complain about Waterland’s

performance as stevedore in Amsterdam. Part of

Waterland’s strength is the quality of its workforce, which

was established a number of years ago by Waterland and

NCE. “QLS delivers the services requested by Waterland

to load and unload ships. Another strong point is the

space available in Amsterdam. Recently we had to

manage a peak in the volume of Nissan cars arriving.

Koopman was able to draft in extra capacity from HCT.

It was good to know that the TMA group was also able

to contribute towards Nissan’s service package at that

moment in time.”

But if Nissan allows itself to be guided by the total

distribution cost, money could still become the deciding

factor, Kool warns. I suspect that it will be up to Koopman

to take up the baton and seek support from local parties

that may have a role to play in all this. Continuity is

of the utmost importance to the Port of Amsterdam,

from the perspective of direct and indirect employment

opportunities alone. These are exciting times.” •





The Amsterdam port

accommodates various

head offices of major

companies. One of these

is the Spliethoff Group,

a shipping company that

consists of five divisions,

each with their own



In just five years’ time the Amsterdam Spliethoff Group

will celebrates its centenary. Established as a freight

broker in 1921, it has since developed into a shipping

company with a fleet of over 100 vessels and a major player

in its sector.

Heavy cargo transport

The Spliethoff Group consists of five divisions. The first is

Spliethoff, the mother company of the Spliethoff Group

specialising in the transport of dry cargo, bulk and breakbulk.

The second division is Biglift Shipping – as the name

suggests this company is specialised in complex heavy cargo

transport, often involving infrastructure parts. The third

division is Transfennica, which focuses on the transport of

rolling material, wood and paper via predetermined routes

to the Baltic States, Scandinavia, Lübeck, Antwerp and


The fourth part of the group is Wijnne Barends, a short-sea

expert with both inland vessels (sailing to Düsseldorf) and

seagoing vessels operating to the UK and Spain. Frequent

cargo involves wood chips, peat, pallets and grain.

Last but not least, the fifth group member is Sevenstar Yacht

Transport. This division performs the global transport of sail

and motoryachts up to 60 metres, and – via the associated

DYT Yacht Transport – even larger vessels by means of a floaton/float-off-principle.

Yacht transport is often realised on

Spliethoff vessels, and occasionally – in case of superyachts

– vessels from Biglift. This illustrates the continuous

cooperation between the five group divisions: although they

are five individual companies, they all complement each


Within this framework the strategy of the Spliethoff Group

is aimed at the conservative expansion of the company

with a focus on continuity and innovation. This is further

exemplified by the Cleveland Europe Express (CEE)-Way

concept. Started two years ago, this initiative brings the

Spliethoff Group to the Great Lakes in North America via the

Saint Lawrence Seaway; a network of canals that facilitates

shipping between the Atlantic and the Great Lake via no less

than 19 locks. CEE-Way now offers a high-frequency doorto-door

line service.

Another example is Transfennica Logistics, as part of

Transfennica. This sub-division focuses on door-to-door

transport, while anticipating the predetermined routes of

Transfennica. Transfennica Logistics therefore uses the

shipping segment of Transfennica for its own processes.


The Spliethoff Group aims to support its clients where

needed, and anticipate and meet demands. It also builds

solid connections to ensure that possible problems can

easily be resolved and contracts can be realised while

ensuring a long-term business relationship.

Training is another important aspect within the Spliethoff

Group, as illustrated by its strong human resources

policy with plenty of career and training opportunities.

The company offers two types of training: one for shore

personnel, and one for crews on board. Several vessels have

special facilities to allow its training officers to educate the

cadets via real-time simulations in order to prepare them for

a further career within the Spliethoff Group. •





General manager Michael van Toledo has been operating his

Holland Cargo Terminal (HCT), a multipurpose-terminal operating

from the former ACT premises, for 18 months now. In the last issue

of Amsterdam Seaports, he explained how HCT would be trying to

attract extra cargo to Amsterdam. How did he fare?



‘lean and mean’ multipurpose terminal was the

promising perspective when HCT, part of the

TMA Group and partner of ECT and ACT owner

Hutchison Whampoa, started in October 2014. Multipurpose

involves a mix of project, Ro/Ro, containers and breakbulk

realised in varying amounts on the 55-hectare premises.

“It is an absolute A location,” says general manager Michael

van Toledo. “Our first clients were Van Oord with offshore

pipelines and Siemens with the Westermeerwind project.

They were pleased to use our strengths for their projects and

satisfied with the results. Our strong points include sufficient

storage and assembly space, a solid and clean surface area,

deep quays, warehouse space and the quality and training

potential of our employees from the TMA pool. If needed, we

can also provide office space. By offering this total package

we have put ourselves on the map for these types of projects,

and our efforts will pay off even more in the future as people

recognise the benefits of one-stop-shipping.”


This year HCT started a partnership with Koopman Car

Terminal to bring new and used cars to Amsterdam. HCT

plays a facilitating role by contributing space, people and

logistics. “It is proof that cooperation pays off,” explains Van

Toledo. “We would never be able to attract such a project

independently, and we can provide just what Koopman

needs, which is extra space. We have a similar relationship

with our neighbour USA. This way we open up the lines

between the companies.”

Two large container cranes will soon return from Rotterdam

(ECT City) and HCT is also planning to retrieve its mobile

Gottwald crane from Velzen. “We are cautiously looking

to compete with Antwerp in particular in the field of

conventional cargo - real breakbulk, such as steel products,

wood and project cargo. With regard to costs, the use of

personnel and flexibility, we can achieve a lot. Plus there

are the excellent hinterland connections from Amsterdam

via road, inland shipping and rail.

“The Amsterdam port is also very well-equipped for shortsea

and the flows from the UK in particular are increasing.

We are very interested in a regular short-sea line service

from Amsterdam, but we know how hard it is to move a

service from, say, Rotterdam to Amsterdam. First thing is

to see if we can establish a partnership to get things off the

ground. If not, we may just do it ourselves.”

2015 was a good year for Van Toledo and HCT, especially

after the terminal was undeveloped for such a long

period. “And because our activities are complementary –

our focus is on new cargo, after all – it boosts the market

share of Amsterdam as a whole, for instance in the field of

breakbulk. The port of Amsterdam is more than a sum of its

individual companies.” •





With the impressive passing of the locks –

in just 20 minutes – by the Solitaire, which

is so large that the stinger protruded

over the lock doors, a new industry sailed

into the Amsterdam port. Dutch Offshore

Base, a joint venture between the Ter Haak

Group and Rotterdam Offshore Group, will

be mobilising and demobilising offshore

installations in the America Harbour

(Amerikahaven). A good example of

thinking out-of-the-box.


Amsterdam has welcomed a new industry. Largescale

offshore installations have to be equipped

with or stripped of project-specific facilities such as

cranes, pipe-laying installations or hotel accommodations

for their activities. This is a labour-intensive task which

requires a high level of knowhow, speed, flexibility and, last

but not least, space! Specialist Zwagerman Offshore Services

had outgrown its facilities in the Waal Harbour (Waalhaven)

in Rotterdam. After a chance meeting with Richard ter Haak,

CEO Ter Haak Group and partner Dutch Offshore Base, and

Michiel Zwagerman, manager director Dutch Offshore Base

– who both reside in Den Ilp – it became clear that the Ter

Haak Group at the USA Terminal had both the space and

the ideal quay required. Combined with the ambition of the

Port of Amsterdam to accommodate more offshore-related

activities, it was a match made in heaven.

“We can provide ten hectares and three and four hundred

metres of our quays without impeding our existing activities,”

says Ter Haak. “In addition, the Port of Amsterdam dredged

down to a depth of 15 metres by the quay. A major benefit is that

this is a new and complementary activity that threatens noone,

and the enthusiasm and cooperation of our neighbours

has been heart-warming. It provides more employment too:

for the first projects we had vehicles from some 200 subcontractors

parking on our premises, many from the region.”


Zwagerman explains that one of the first projects was to

place an 850-ton Huisman crane on the Solitaire. “In the

end it wasn’t all that difficult to convince Allseas, the owner



of the gigantic pipe-laying vessel, to do the mobilisation

in Amsterdam. This may have seemed impossible in the

past due to the locks but, after careful preparations by all

nautical services providers involved, the passing went

without a hitch.” Ter Haak: “The most difficult challenge we

faced during those 20 minutes was a psychological one.”

A crucial sign was the fact that the crane vessel Conquest

MB1 now has Amsterdam as its home berth for at least

three years. Zwagerman: “It works as a magnet. We were

able to provide Allseas with a 1,400-ton crane capacity,

plus space and two 90-degree quays to facilitate the

Conquest crane. And the mobile cranes on the quays too,

for extra flexibility. The fact that Amsterdam is not a tidal

port also provided the benefit that the meticulous work

could be done continuously. It was a surprise to Allseas

that this was possible in Amsterdam and we immediately

placed ourselves on the map.”

The first quarter of 2016 also saw the complete equipment

for the dynamic positioning vessel Abis Dover, including

a 300-ton crane and a huge ‘vacuum cleaner’ required for

the activities around a wind turbine park in the Baltic Sea.

A third project involved realising hotel accommodations for

60 people on the Conquest MB1, which will be used in the

Gulf of Mexico for half a year. “It does mean we won’t have

access to our crane vessel for six months,” says Zwagerman.

“But during that period, Allseas is allowing us to use the

850-ton Huisman crane on the Solitaire.” Moreover, there is

a constant lifting capacity of 300 tons available. There are

also plans to place a 500-ton crane on a gantry on the deepsea

quay to accommodate project cargo.


Amsterdam is now home to a new form of industry,

Zwagerman concludes. “A sector with a high degree of

unpredictability and a need to respond accordingly.

This in turns demands confidence and a lot of flexibility.

Thankfully, people in Amsterdam are quick learners.” Ter

Haak underlines the importance of the new locks to the

North Sea Canal region: “It will enable further growth in this

sector.” •









“The Breakbulk

Conference Europe

exhibition in

Antwerp at the

end of May offers

maritime parties a

welcome contact

moment to meet

with us so that

we can share our

experience” says

Arjan Honing, Marine

Surveyor of Interlloyd

Averij. Interlloyd

Averrij is joining the

Port of Amsterdam

at the world’s largest

exhibition in the

field of breakbulk.


This partnership is enabling the Port of Amsterdam to

further promote the attraction and comprehensive

facilities of the Amsterdam port among the 7,000-plus

exhibition visitors and 300 exhibitors expected at the event

this year. Ports represent a wide range of parties, transactions

and movements; each of which have their own characteristics,

values and risks. As a result, there is a strong demand for risk

management via consultancy and insurance.

“All port activities have an Loss Risk aspect,” Arjan Honing

continues. “Every handled cargo/item can suffer damage

Apart from damage surveys, we offer our services in the

field of engineering and superintendence for breakbulk and

project cargo, all in order to avoid losses.”

New quay/trains

Interlloyd Averij recently participated in the safe shipment

of construction parts for a new quay in an African port,

including items such as (cement) trucks, sheet piling and

pipelines. It demanded a detailed and specific plan for safely

securing and proper stowage of the parts into the cargo

holds. “By choosing alternative methods for the lashing

methods we were able to provide the client with a bespoke

cost-saving solution. For a project with railcars we developed

a cheaper and faster method of stowage and securing by also

using regular line services, finally to the satisfaction of all

parties involved in the chain of transport,” Honing explains.

Three locations

Interlloyd Averij has offices with various specialists in

the Amsterdam, Rotterdam (including a branch office at

Maasvlakte) and Antwerp ports. Arjan Honing for example,

is leading the team of specialistsd in project cargo and heavy

lift. Apart from that he is a technical and nautical surveyor,

dealing with steel and cacao surveys, to name but a few.

Interlloyd Averij is Lloyds Agent for almost 200 years and

can therefore rely on a great experience in handling of

transport related claims, recoveries and consultancy

work. “Transportation can become complicated and

comprehensive especially for large, complex items,” Honing

concludes. “Our expertise can make the difference between

substantial losses or the professional, smooth processing

of a transport. This is the message I hope to convey to the

visitors in Antwerp.” •







Forkliftcenter sells, rents and

leases forklifts from the heart of

the Amsterdam port. Owner Bjørn

André de la Porte explains how

he finds flexible solutions in a

fluctuating market.


Although the forklift business is in Bjørn André de

la Porte’s DNA, Forkliftcenter, of which he is the

CEO/owner, is not a family business. “My father

started a company trading in forklifts back in 1967, which

he later sold. So you can truly say I grew up in this business.

When I started Forkliftcenter in 2002, my father even

helped out for a few years.” In the nearly 15 years since its

establishment, Forkliftcenter has developed into a major

player in the indoor transport world, De La Porte continues.

“We rent, sell and lease forklifts – from pallet jacks to reach

stackers – and provide after-sales services, which include

maintenance and repairs. In the field of relatively new preowned

equipment, in particular, we are one of the world’s

leading players.”

opposite.” Due to the versatile demand, Forkliftcenter

is always looking for flexible solutions. For example, the

company has forklifts that can be placed on board to remove

goods from a vessel and put them on a trailer. If necessary,

equipment can even be fully custom made.

“We developed bespoke forklifts for shipping company

Grimaldi in cooperation with the manufacturer. These 42-

ton forklifts have the exact height for using in the spaces

below deck so that Grimaldi can unload its own vessels. Who

could have imagined that we would be involved in such

completely unique projects. And the great thing is that now

Custom made

Asked how Forkliftcenter fits into the port logistics

framework – for instance with regard to the unloading of

breakbulk – De La Porte refers to the moment when the

cranes have completed their major tasks. “Unloading vessels

starts with cranes, which place the cargo on the quay. From

thereon, our equipment continues the logistic process, with

reach stackers and terminal trackers which remove the

cargo; when vessels are loaded the process is the complete


these machines have been built, we can also supply them

to other clients.” Not that Forkliftcenter is only focused on

large projects. “We offer small to large-scale: from complete

machinery to single units; from smaller terminals to the

world’s biggest. And we are brand independent, which

means we can provide clients with bespoke advice.”


At the hub of everything is the head office in the Amsterdam

port, where Forkliftcenter has premises covering three

hectares on Hornweg. Even though not all clients are

port related, this is where things start. “Our clients may

be shipping companies, as well as terminals or large

transport companies. We start in the port, from where we

determine how we can be of service to the surrounding

industrial companies and suppliers. As well as an office in

Amsterdam, we have established sales locations in Dubai,

Australia and Panama. My goal is to have a presence in

ports that are experiencing growth and from where we can

quickly provide services worldwide. We’re looking to open

more offices, although I can’t say where yet.”

So what further developments does De La Porte anticipate in

the Amsterdam port? “The future has become more difficult

to predict for all of us. People prefer shorter commitments.

Everyone depends on contracts and terms, and we see these

‘The future has become

more difficult to predict

for all of us’

terms getting shorter. There are two ways to respond to this

in our sector: with short-term rental or lease schemes, or by

selling relatively new pre-owned equipment. The latter is

especially interesting to us as we can provide the same service

for used items as manufacturers offer for new products. And

we can take back equipment after a year or two.”

Golf carts

Surprisingly, the company also lists golf carts on its website

among the many forklifts. Does Forkliftcenter also supply

those? De La Porte laughs: “Yes, we do – because they are

extremely easy for getting from one side of a large port

premises to the other. It is a secondary but convenient

activity. The carts are used wherever they are allowed –

which isn’t everywhere – and clients are very happy with

them. And no, I don’t intend to start supplying golf clubs

too.” •






What is 400 minus 397 metres? Easy, right? It also means that, length-wise,

the 397-metre, MV Solitaire and its crane had a manoeuvring margin of

less than one per cent (0.75) in the Noordersluis locks of IJmuiden (400

metres). These figures are illustrated by this photo, taken on 29 February

when the pipe-laying vessel was on its way to Amsterdam for large-scale

maintenance at the USA Terminal/Dutch Offshore Base. The largest vessel

to ever pass the locks, it is a record that is unlikely to be broken.






On board the MV Solitaire, owned by the Swiss/Dutch offshore company

Allseas since 1998, pipeline segments are deburred, aligned and welded

together. A stinger then leads the resulting pipeline to the sea bed. The

vessel can carry approximately 22,000 tons of building materials and lay up

to nine kilometres of pipeline (for natural gas and oil) a day at depths of up

to three kilometres. The vessel accommodates 420 crew members and is

expected to return to sea in the summer.







De Koperen Ploeg, which celebrated

its 90th anniversary on 25 January,

has expanded its tasks over the

decades. The boatmen association

organises the transport of crews

and goods to seagoing vessels and

even provides customs facilities. “But

mooring and unmooring is still our

most important task.”


De Koperen Ploeg will take another mooring vessel into

use this spring – the KP 1 will replace its predecessor,

recently sold to a mooring company in Southampton.

“This brings our fleet back to 15 vessels,” says Mike Schotte,

chairman of the association for the past 12 years. De Koperen

Ploeg has 61 members in the Amsterdam port.

The new vessel meets the very latest quality, environmental

and safety standards, explains Schotte. “Merwelands

Jachtbouw has been building our vessels since 2008.

This type of mooring vessel offers intelligent design and

mechanics, user-friendliness and manoeuvrability, making

it unique in its type. In addition to being safe, stable and

flexible, the vessel is also fully ‘Koperen Ploeg-proof’. As links

in the nautical chain, we boatmen contribute to safe and

smooth shipping traffic. To realise this on a daily basis it’s

important that we can rely on our equipment 24/7. Thanks

to the advanced John Deere 118 KW diesel engine, the new

vessel is also efficient and clean.”

Expanding activities

“The specialism of mooring and unmooring seagoing vessels

is and will remain our main task,” Schotte continues. “We

put a lot of time and effort to ensure our 24/7 services are as

efficient and flexible as possible. Over the years we’ve seen our

activities expand. For example, we now regularly transport

crew members, staff and goods to and from seagoing vessels.

This may vary from a single box or envelope to 40 pallets or

more, which we transport with our cargo barges or pontoons.

These goods may involve machinery parts, anchors, shovels

or life rafts, as well as food or packaged ADN products such as

chemicals, paint or gas and oxygen tanks. In short, anything

people may need on board.”


De Koperen Ploeg also incidentally supplies deck crew

(runners) for seagoing vessels or heavy cargo pontoons.

Schotte: “In case of an oil spill we can place oil screens to

prevent further spreading. In addition, we have a large

number of fenders, reducers and hoses in stock on our

premises for various clients.” These parts are used for

board-to-board transhipment, the transfer of oil products

or chemicals from tankers to inland vessels or other

seagoing vessels. De Koperen Ploeg opened a modern 250

m 2 cold storage unit in 2013 on Capriweg, where the office

has been housed since 1998.

Customs facilities

Relatively new services involve the customs facilities

provided by De Koperen Ploeg, including the storage of T1

goods – goods from outside of the EU for which import duties

have yet to be paid. “With the closure of the Customs office

on Corsicaweg in Westpoort in 2011, shipping companies

and suppliers were looking for a proper alternative,” says

Schotte. “We immediately set to work, and have been

fully AEO (Authorised Economic Operator) certified since

2011. This makes us a reliable partner for Customs in the

European trade. We can also electronically cancel and create

T1 documents.”

According to Mike Schotte these developments illustrate

that the company has become much more versatile over the

years. Since the 1980s, there is even a three-year boatman

training course at the intermediate vocational level. Schotte:

“The so-called BBL apprenticeship training at the Shipping

and Transport College (STC) in Rotterdam involves students

coming to us to gain practical experience and taking

theoretical courses at the STC at least once a week.”

In addition to the required nautical knowledge and skills

for the boatman certificate, it also involves issues such as

commercial vessels certificates, radar, VCA (safety checklist

contractors), first aid and ADN (the transport of hazardous

materials). “We usually have three to five students on the

course who can be employed by our organisation if they

finish the study successfully. This ensures us of sufficient

new and young personnel.” Schotte is actually celebrating his

own silver jubilee in 2016. “I still love this profession and De

Koperen Ploeg is a great organisation.” •






WinSys offers stable and

innovative IT solutions which

are built for the long term,

competitively priced and scalable,

with a strong focus on quality.

Answering three questions below,

the company’s general director

Martin Kooiman gives his vision on

the IT landscape of tomorrow.

“A port is not an island.”


The buzzword expression in the IT landscape of

the future is the Internet of Things (IoT). What does

this involve and how can port companies benefit

from it?

Martin Kooiman: “I am personally not a big fan of such terms

as I believe in fast and clear solutions: sensors that send data

via the internet and independently (without the interference

of office automation) to a central location where the data is

processed. This includes hauling companies with so-called

tracking devices or automatic lighting that adjusts when

required. It also involves rapid response teams from security

companies who don’t have to be called when an alarm goes

off. Combine this data with our office automation, analyse

it and things get really interesting. Based on the data it’s

possible to make predictions, anticipate risk situations and,

most of all, better utilise opportunities. This would be a

major benefit for port companies.

I tend to say: a port is not an island. Wherever there are

opportunities to work together, we should utilise them.

Organising the use of data in a simple and affordable way

will enable every user to benefit, even from outside the

office. From calculations of cargo to intelligent camera

systems and workspaces in the cloud, these developments

are already giving our clients a visible head start.

In concrete terms I certainly see the IoT becoming part of the

port, but we shouldn’t overdo it. Imagine a vessel that can

be fully operated remotely – and is therefore vulnerable to

hacking. What we really want is to be able to operate a vessel

in a fast, simple and secure way. The IoT development in

port companies could be directly applicable to fish, offshore

and logistics, however.”

Can you name another trend that the port of the

future should take into account?

“The cloud. The 2016 trend in the port is to say goodbye to

expensive system administrators on the company’s payroll

and welcome employees (or groups) that intrinsically

cooperate with external parties to make IT smarter, easier

and, where possible, cheaper. WinSys understands that

employees and partners of companies do not want to

depend on their own island (read: workplace). Real-time

data, including things such as translations or recognising

interfaces, is increasingly common. There are also a growing

number of businesses who wish to have faster access to

and share their management reports, creating easy and

comprehensive administration.”

Which role does WinSys play in this development –

how will it set itself apart in the coming five years?

“We do what we do best. We do not involve ourselves

with matters of which we have insufficient knowledge.

We cooperate and work closely with companies to see

where we can employ IT related issues in a smarter and,

more importantly, easier or cheaper way based on the

cloud concept. In doing so, we not only look at our own

expertise but also partner with global players such as Acer

and Netgear or even JIBO (robotics). And, obviously, we

make connections; we are, after all, network specialists in

the modern network society. As an IT partner, clients can

always expect us to provide the best from both a human

and technical perspective as well as constant availability

wherever it is needed.” •







Intermodal can mean more than

combining transport via rail and inland

waterways. Coast hopping constitutes

a short sea/feeder alternative to the

inland transportation of containers

between seaports. It allows not only

existing streams to be tapped but

also completely new product-market

combinations such as waste containers.

A new European network has been born.


Completed in early 2015, the coast hopping

pilot project – a partnership between the ports

of Amsterdam, Tilbury and Zeebrugge – has

objectively demonstrated the reliability and affordability of

the concept. Nonetheless, a number of hurdles still need

to be cleared, such as differences in fees and processes

between the participating ports, for instance, and the need

to align by mutual agreement the operations of nautical

service providers like warehouses, terminals and operators.

The participants must also have a current overview of the

availability of equipment and cargo. This, too, is solved in

an innovative way: modern communication technology is

used to create a system of ‘talking’ cargo, or an ‘internet of

cargo’. The exchange of information is thereby transferred

from organisations that have difficulty with communication

to cargo which passes on the required information to each

involved party, while directing logistical, financial and legal


Peter de Bruijn, managing director of the coordinating

foundation Coasthopping, has taken it upon himself to

create and monitor the internet of cargo and the desired

cooperation within the network while remaining neutral

and unaffiliated. “The pilot was only the beginning,” he says.

“The idea is to roll out the network along the entire British

coast and the North Sea, from Le Havre to Ireland and


Incidentally, De Bruijn notes, the concept will not merely be

an alternative to existing containerised cargo flows: it will

also open up new product-market combinations, as long as

they can be containerised. For example, British RDF (Refined

Derived Fuel) composed of domestic and industrial waste is

transported in efficient, specially designed containers from

Tilbury to Amsterdam, where it ends up in the furnaces of

power plants. Return cargo in the same waste bins and in

flats (collapsible containers) takes the form of bricks, for

which there is significant demand in the United Kingdom.

“Waste and bricks are just an example: there is plenty of

room for other product-market combinations,” De Bruijn


Load factor

De Bruijn goes on to say that the vessels will hop around, as

it were, within the network of the participating ports. “This

allows for greater efficiency and a higher load factor. To still

provide security of supply for fixed streams, all participating

ports have built depots from which just in time delivery

can be organised. This creates a kind of roundabout on the

European coasts within the basic triangle of Amsterdam-

London-Zeebrugge, which allows an adaptive response to a

sudden demand. Information sharing is crucial to bringing

the cargo to its destination on time and in as sustainable a

manner as possible.”

While it is principally vessels operated by SCS Multiport that

are currently plying this trade, De Bruijn says other parties

can join. “But scaling up to more destinations and partners

is only possible if the reputation of the system is in order.

There must not only be mutual trust; the partners must

understand the system well. It stands and falls with proper

information provision and communication, and training in

handling. We are confident that the coast hopping concept

will continue to grow. It helps that we bring new business,

and this is attractive for any port and logistics partner.” •


A good plan by the


deserves a good

advice from the


We serve entrepreneurs in the Netherlands and worldwide. We strive to serve our clients

in a personal way and to understand their business thoroughly. We offer payment,

savings, finance and insurance solutions for entrepreneurs.

Invested in each other.




Interlloyd Averij is a survey

and consultancy company. Our

surveyors are involved in risk

control and are fully independent.

Due to our Lloyds Agency

appointment we can provide

quality surveyors around the

world at any time.

Interlloyd Averij B.V.

Corsicaweg 10

1044 AB Amsterdam

The Netherlands

T: +31 (0)20 506 03 50

Our services consist of the following:

• Surveys/supervision of (pre-) loading

and discharging of heavy loads and

general cargo

• Engineering of stowage and

lashing plans

• Road- and Marine surveys

• Warranty surveys

• Supercargo / Port Captain services

• Project management

• Warehouse / Port inspections





Mistras opened an office in

Amsterdam on the premises

of Damen Shiprepair in

Amsterdam North last

April. The company makes

a major contribution to the

safety of various sectors by

inspecting installations and

equipment in the maritime

and petrochemical industries

and in engineering shops.


Incidents in the industrial sector represent a danger for

society and incur high costs for the companies involved.

This is why governments and companies alike set high

standards for the safety of industrial equipment. Shipping

companies having a vessel repaired want to be sure that

the yard will deliver quality and require a report that the

welding activities have been performed in accordance with

the regulations. The yard then employs an independent

company to perform an inspection. Mistras is one of these

companies and is fully certified to perform an array of



Mistras is specialised in non-destructive inspections, using

both the most advanced and proven ‘traditional’ methods.

“We inspect objects without damaging them,” says Leo

van der Marel, sales manager at Mistras Amsterdam. “That

can be a component of a vessel, or a pipeline or tank; any

object that involves steel walls and plates which have been

welded together. We inspect the welding using, for example,

sound waves, magnetic research and x-ray. This protects

the welding while allowing us to determine whether it is

sufficiently safe and meets the requirements. We develop the

x-rays we make of the welding for evaluation in our own dark

room here in Amsterdam.”

Mistras was initially mainly known in Amsterdam as a

company that performs inspections on tanks and pipelines

from oil companies. “Over the years the government has

developed standards for tank terminals,” says Mistras

employee René van Ham. “They state exactly what needs

to be inspected. This includes the thickness of the walls, as

well as whether tanks are properly positioned: a full tank is

extremely heavy and, if the foundation isn’t reinforced, may

sink into the ground at an angle.”

The company only needs a few days to inspect every aspect

of a tank. This short time period is of the essence as empty

tanks cost money. For this reason Mistras is extremely

flexible: sometimes an inspection may have to be cancelled

because a vessel with cargo has unexpectedly arrived, while

at other times, a tank may be unexpectedly empty for several

days. “Empty tanks are so rare that terminals ask us to

inspect them immediately, even if the next inspection isn’t

due for another year.”


Mistras is an American firm with offices in 16 countries.

The Dutch branch was originally a Dutch company which

merged with the American Mistras in 2008. The head

office is located in Spijkenisse, and additional offices in the

Netherlands are located in Hengelo and Amsterdam. Until

recently there was another office in Zeeland, but its activities

were taken over by the office in nearby Antwerp. Mistras will

soon be opening another office in Friesland which will be

focused on machine factories and construction companies

in the region. •




PART 3/3




Steam and heating networks may be a major cornerstone

for the sustainability goals of municipalities in the North

Sea Canal region (NZKG in Dutch). May be, because the

road towards them has not been clearly laid out....



The differences in interests are too

great to make steam and heating

networks a success in the NZKG.

Gerard Jägers, programme manager for energy

efficiency at Tata Steel:

“There are major shared interests as well. We share concerns

about the climate, the end of the Dutch gas bubble, and

the environment. We are also looking for economically

attractive options. This means that the foundations are

solid. I think there should be a district heating company

that can bridge the differences in interests. It

should manage an open network which

can offset supply and demand; both in

the short and long term. I see covenants

on heating in the IJmond region and

the covenant for heating/cooling

in the MRA (Metropolitan Region

Amsterdam) context as a step towards

an eventual heating company that can

connect the supply and demand in (at

least) the entire MRA.

It would be great if the start of a heating network would

involve a limited number of parties to better address the

‘chicken/egg’ issue. This would make it easier to bridge the

different interests. As soon as a core of a heating network has

been established, the next step is much easier to take. After

all, it involves major infrastructure projects.

The Dutch Heating Act could also be made more attractive.

Currently aimed at protecting end users when buying from a

heating company, it would be useful if the suppliers also had

some assurances from the government as well.

There are obviously different interests at play in the heating

chain, but these can be resolved in a normal way. To my

surprise I recently discovered that the MRA already has the

largest heating network in the Netherlands, so I believe there

is no reason why a successful network couldn’t be developed



Jan van der Meer, programme director Amsterdam

Economic Board:

“26 parties in the MRA have signed a

cooperation agreement to make a

success of heating in the region.

This means that we aim to expand

the current heating networks,

realise new ones and eventually

connect them to create a robust,

efficient, smart, open, affordable

and sustainable regional system.

The goal is to have up to half a million

home equivalents (in the MRA) connected

to a heating network by 2040. The existing networks are

supplied with heat from the waste processing plant of AEB

Amsterdam and the gas-fired Diemen plant. The plan is to

also use the residual heat from Tata Steel and the industry

in Zaanstad. This is currently being researched. At this

stage everything is focused on preventing the waste of

residual heat, but in the long term the goal is to replace

fossil resources with sustainable ones. This would involve

geothermal heat, biomass and the use of low-temperature

heat from sewage treatment plants and data centres.

There are various interests at play, but the fact that so many

public-private parties are backing the aforementioned goals

says a great deal. Although we are on track, a large scale rollout

of the regional heating network can only be realised

with the support of the national government. A social cost/

benefits analysis showed that a regional heating network

would be ten times cheaper for society than all individual

measures combined.

No economic business case has been developed as yet

because the benefits end up in another place than the costs.

There is a clear case of market failure here, which justifies

action by the government. Especially as we have to step away

from natural gas, for various reasons: with the Paris Climate

Agreement we are saying goodbye to fossil fuels, we want

to avoid further natural gas earthquakes in Groningen, and

we don’t want to be dependent on gas supplied by Putin. In

addition, the natural gas grids need replacing. The question

is whether we should be performing replacements knowing

that the natural gas will run out or will no longer be desirable

during the depreciation period.

In short: we need to stop relying on gas. The national

government can make a considerable contribution by

socialising the costs of transport grids – which would reduce


In each part of this three-part series an energy expert

considers a proposition related to alternative energy

sources in the NZKG. While the first part focused on

alternative fuels (ZHA-05/15; see, the

second discussed a stance on sustainable energy (ZHA-

06/15). This third segment concludes the series with a

proposition on industrial residual heat and steam.

the cost price – and increasing the price of gas – which would

stimulate parties to switch to heat. This should be combined

with compensation measures for tenants with low incomes

and horticulturalists who have no alternative available. In

short, we have a collective solution to a collective problem

and a social business case that is of interest to everyone. I

believe this will be the year of the ‘heat transition’.”

Jeroen de Swart, CEO AEB Amsterdam:

“There are in fact a lot of joint interests which could make the

realisation of heating networks in the NZKG very successful.

Since 1999 NUON and AEB Amsterdam have been working

together in the joint venture Westpoort Warmte (WPW)

involving the sale and distribution of heating to homes and

companies in the west and north of Amsterdam. In order

to realise this, WPW develops and operates an extensive

infrastructure by means of a district heating network.

Resources for district heating are our waste processing plants

and bio-gas plant, the Waternet sewage treatment plant and

the Orgaworld fermentation plant. This mix of sustainable

resources means that no less than 70 per cent of the district

heating realised by WPW is entirely climate-neutral.

In 2015 there were developments in the realisation of a ‘city

without gas’ in cooperation with the municipality. Heating

will be a key technology in this framework, with AEB as

a (major) resource, among others. Agreements with the

municipality, building owners and the WPW will enable

a further acceleration and continuation of the growth of

the grid. The joint ambition is that some 230,000 home

equivalents (companies and homes) in Amsterdam will be

using district heating by 2040.

A major step in this process is expanding the heating

network to Amsterdam North by installing a 17-kilometre

pipeline from AEB, via the Hemweg plants, underneath the IJ

waterway and straight across the North district. The network

for district heating in Amsterdam North should be fully

operational by the end of 2016, when some 4,000 homes and/

or companies can start using the residual heat for heating

and hot water supplied by AEB Amsterdam. At this time, the

heating network has approximately 2,500 connections in the

North district.

With regard to steam supply to companies in the

western port area, I also see no reasons why

a steam network would not be successful.

Steam from AEB is a sustainable

alternative for gas-produced steam and

is attractive financially. The installation

of a steam system does require major

investments, however. A precondition is

that there are plenty of large companies

in the processing industry (which use

steam in their production process) in the area.

It would be good if the location policy in the port

region would look at which companies would complement

each other in the area: a good mix of suppliers and buyers

of alternative energy sources would certainly benefit the

sustainabilisation of the region.” •





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The SCBA (Foundation for Collective Security Amsterdam)

has taken another step towards enhancing safety

and security on business premises in the Amsterdam

Westpoort area. On 17 February, two of its Board

members and representatives of the Amsterdam Police

and security firm G4S signed a covenant that clears the

path for information exchange in this part of the city.

A similar covenant was already in place for Diemen,

Amsterdam Southeast and Ouder-Amstel.


The SCBA was established in 1996 in response to a

police decision to reduce preventive surveillance in

industrial areas. Business owners wanted to maintain

a certain surveillance level and the idea caught on in many

similar organisations throughout the country. Director

of SCBA, Debora Lenten, explains that the goal is to stop

criminal activities on industrial estates and stimulate the

unimpeded use of goods and equipment by companies,

employees, visitors and passers-by. A tool used by SCBA

to achieve this – called preventive, collective and mobile

surveillance – is often implemented in the evenings, at

nights and during the weekends when many industrial areas

and premises are unoccupied.

To ensure preventive surveillance is effective and functions

as the eyes and ears of the police, cooperation with the police

force and the sharing of relevant information is crucial.

Doing so requires a statutory basis, however, which is why

the covenant has been drawn up. Lenten: “A covenant is

essential to enable detailed information exchange between

the parties involved. This involves issues such as car

registration numbers or descriptions of suspicious cars or

individuals on industrial premises. This information enables

a more data-driven work method.”

Data-driven in this context means that the surveillance

is based on police information and information from the

surveillance within the collective, especially where it is most

needed, Lenten explains. “This means that if we suspect

criminal activities are moving or that something may occur

in a specific location, we have the insight to rapidly shift the

activities of the police and collective surveillance. This way

we work together proactively so that we can quickly respond

to developments and improve safety.”


The Westpoort area has been part of the working sphere of

SCBA since its establishment. It involves an industrial area of

35 km 2 that employs some 47,000 employees, and includes

the Sloterdijk areas, the Heining and the Western port area.

Lenten: “After we chose to cooperate with a new party after a

tender, namely G4S, the covenant with our previous partner

(Securitas) was terminated. It took a few years to draw up a

new covenant with all those involved, which was delayed by

the reorganisation of the various areas and the formation of

the national police force.”

Lenten says that crime in Westpoort is ‘relatively low’ at

this point and cooperation is of the essence to keep things

this way. But crimes do still take place. “Street races, hemp

cultivation, fuel theft, break-ins... The latter, for instance, have

a huge impact on the perception of safety so every break-in

is one too many. Using preventive surveillance in the area

and access to police data we try to identify and come into

contact suspicious vehicles and individuals at an early stage.

Experience teaches us that people with malicious intent who

feel they are being watched will quickly leave the area.” •



2016_185x132_Bulkbreak_Amports.pdf 1 12-4-2016 14:54:21













Many locals have experienced

it at some point or other: a

closed Velsertunnel. But now

the road under the North

Sea Canal near Beverwijk

and IJmuiden will be out of

action for nine months due to

renovation work. The industry

and the Dutch road authorities

(RWS) have taken measures to

ensure a good traffic flow.



large percentage of the traffic passing through the

Velsertunnel is local. It is also an important route

for people travelling from the north of the province

of North Holland to cities such as Haarlem and vice versa.

The authorities aim to reroute this local traffic via the

Wijkertunnel as much as possible.

Traffic can use two emergency connections on the Velsen

and Beverwijk junctions. These temporary intersections

from the A22 to the A9 motorway are only opened when the

Velsertunnel is closed due to a major accident or planned

maintenance. Four other temporary connecting roads

(terminus loops) have also been added at the junctions

of Velsen, Beverwijk and the N208. Together with the

emergency connections, these terminal loops ensure that

drivers will choose to use the A9/Wijkertunnel more quickly.

To relieve pressure on the Wijkertunnel, traffic that normally

uses the tunnel will be rerouted to the Coentunnel. Mobile

traffic signs will warn drivers of the closed tunnel well in

advance of the North Sea Canal.

Time slots

Steel company Tata Steel established a working group last

year focused on alternative routes. “Where possible we will

be using time slots for the transports,” says spokesperson

Robert Moens. “Daily commuters will therefore encounter

less cargo transport on their routes, while our trucks will

avoid rush hour congestion.”

This solution is being implemented by other companies

too, says Ton van der Scheer. The chairman of the IJmond

trade association has been meeting with feedback groups for

over two years to discuss ‘issues related to the movements

of people and goods’. “The Wijkertunnel will take over much

of the traffic. This means the traffic shifts east, while the

industrial areas are located west of the tunnel. It is therefore

important to maintain a good traffic flow on the access

roads, which can be achieved by sending traffic in a specific

direction. We provide insight into which routes should be

avoided to prevent or avoid traffic jams.” •


RWS is giving a clear overview of all travel and route information via www. It has also developed a dynamic roadmap with

current routes and travel times in the IJmond region. Congestion, traffic jams and

diversions will be listed here in real time. For companies there is also a personalised

version available (via the contact form on the website). Showing the map on the

company website, intranet and information screens will give employees, clients,

visitors and suppliers up-to-date information on the accessibility of the company

during the tunnel renovations. Last but not least, 11 new traffic cameras have been

placed along the IJmond road network to provide a 24/7 real-time impression of

road conditions.

More information:,







The strategic plan for the further growth of IJmuiden’s

‘hub function’ for deep-frozen fish is enjoying considerable

success. Launched several years ago, the Deep Sea

International Frozen Fish Centre Europe project has actually

resulted in a shortage of storage capacity.

services from abroad. The fish is then moved to end users

via reefers (refrigerated cargo vessels), containers or trucks.

To stimulate a larger role for the area in international fish

trade flows, a container terminal was developed in the

Haringhaven harbour for the further transport of fish by

inland vessel to the deep-sea terminals in Rotterdam.

The terminal contributed to the continued growth of the

trade and distribution to the various markets, says Peter

van de Meerakker, general director of the Port of IJmuiden

NV. In addition, the Middenhaven area is currently being

redeveloped to further facilitate the import and export of



The cold storage capacity is so insufficient that

shipping companies are planning expansions of their

cold storage facilities. Katwijk shipping company

Parlevliet & Van der Plas (P&P), which uses IJmuiden as its

home base, is already building a new addition to its existing

cold storage warehouse at the Kotterkade. Logistic services

provider Kloosterboer, which stores fish cargo in IJmuiden

and Velsen-Noord for third parties, is also considering

further growth. Shipping company Vrolijk from IJmuiden is

waiting in the wings. “Only if we see a structural increase of

the stock will we start seriously considering expansion,” says

logistics manager Cees Bruinink.

Fish sales

Fish cargo comes to IJmuiden/Velsen-North in various

ways. In addition to the pelagic fish (mainly herring and

mackerel) caught by stern trawlers from the largest shipping

companies P&P and Cornelis Vrolijk, it also involves line

Johan Kloosterboer from the eponymous logistic services

provider (and owner of Daalimpex in Velsen-North) says

that the various line services are very successful: “We have

line services between Alaska (Dutch Harbor) and IJmuiden,

and the Barents Sea and Velsen-North, among others.”

Kloosterboer operates three routes for the import of deepfrozen

fish from Dutch Harbor, one of which transports fish

in containers via IJmuiden to Rotterdam, and from thereon

to Japan and other destinations.

Due to the increase

in cargo flows, the

Daalimpex facilities were

expanded last year

Due to the increase in cargo flows, the Daalimpex facilities

were expanded last year. But according to Kloosterboer

the volume growth is such that the company is looking to

further expand its storage capacity. The director is yet to

decide where any new buildings will be realised. “It could

be in Velsen-North, or at our existing facilities in IJmuiden,

Vlissingen or Rotterdam.”


The new-build under development by P&P has a capacity

of 15,000 pallets, or 15,000 tons of fish. This brings the

company’s total storage capacity in IJmuiden to 50,000 tons,

general director Diek Parlevliet explains. The company also

has a cold storage facility on Texelstraat in the port area. “As

there is a shortage of space at transhipment companies in

IJmuiden and Velsen-North, we are even using a cold storage

facility in Zoeterwoude, although this is not ideal, logistically

speaking.” In addition to the eight P&P freezer trawlers

which regularly visit the port of IJmuiden, the location also

facilitates reefers with fish from the P&P facilities on the


Peter van de Meerakker, port director Zeehaven IJmuiden NV.

The new facilities in the Haringhaven harbour are being

built in accordance with the four-star BREEAM certificate

(Excellent); the highest possible standard in the field of

sustainability. The new high-rise will be equipped with

movable racking with a maximum of seven layers for pallets.

The roof, with a surface area of 4,000 square metres, will be

equipped with solar panels which will supply a large part of

the required energy. Parlevliet: “We had solar panels installed

on the roof of our building on Texelstraat last year and they

have halved our energy costs.”

A new transhipment hall with six dock shelters (for trucks)

by the current complex also came into use last year. From

here, fish containers are transported by truck to the container

terminals in the Haringhaven harbour, then onwards by

inland vessel to a terminal in Rotterdam before being shipped

to long-distance destinations. Approximately two-thirds of

the P&P’s export leaves the IJmond region this way.


Port director Van de Meerakker is happy with the leading

position of ‘his’ port in the international trade in deep-frozen

fish, but also qualifies the explosive growth in fish stock.

He says a relevant factor is that the export to Nigeria, an

important market for deep-frozen fish, has declined. Due to

the reduced oil prices the oil-rich African country has less to

spend on fish from the Netherlands. “But I am definitely not

dissatisfied with the preliminary results.” •


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Green driven

Every year, the Amsterdam port

area hosts thousands of ships, each

with its own story and cargo. This

section highlights one particular

ship – in this issue, sustainable car

carrier Drive Green Highway.

Drive Green Highway, an innovative and

sustainable car carrier, is the flagship of the

Drive Green Project by Japanese shipping

company K Line. The vessel is its way of

showcasing a sustainable future for shipping:

Drive Green Highway brings together so many

smart technologies that its CO2 emissions are

25% lower than a conventional car carrier.

The vessel has only recently been completed:

Drive Green Highway was launched on 14

February in Yokohama, Japan. It arrived

in the port of Amsterdam, as its first ever

visit to a Dutch port, less than two months

later. The massive hold has space for 7,500

cars, but the ship also carries other cargo:

several earthmovers were unloaded at the

VCK Terminal/Waterland, for instance. The

vessel left for Teesport (UK) after a day, as


The shipping company K Line has created a

futuristic movie (available on YouTube) which

illustrates all the innovative technologies

deployed on the ship. A striking element is

the modern design of Drive Green Highway,

especially when compared to conventional

car carriers, which are often described as

shoeboxes. A car carrier is usually large

and hugely sensitive to the wind, while the

dynamic design of Drive Green Highway

reduces wind resistance and improves



Obviously the name refers to the green

(i.e. sustainable) nature of the ship. Drive

Green Highway is the first sustainable car

carrier in a series of ten ships made for

the Drive Green Project of the Japanese

shipping company K Line. As the first of

the carriers, only Drive Green Highway

will have all the innovative techniques

mentioned above, and will act as a

testing ground for future applications.

For more information, see www.kline.

Gross register tonnage:


Maximum speed:

20 knots (service speed: c. 18 knots)


200 m


37.5 m


up to 9.9 m


more than 7,500 cars

Sustainable technologies

A prominent feature of the ship is the 900

solar panels on the deck, which together

generate sufficient power for the LED lighting

on board. Other sustainable technologies

help reduce fuel consumption. For instance,

the use of a special coating reduces drag by

20%. The design of the propeller – based on

a new type of calculations – provides another

boost to efficiency.

Innovative technologies in the car carrier

significantly reduce emissions of sulphur

and nitrogen. Ship fuel often contains a lot

of sulphur, and the rules for emissions have

become more stringent since 1 January 2015.

Drive Green Highway features an advanced

scrubber which rinses exhaust gases, while

innovative technologies in the engine

significantly reduce nitrogen emissions.


New and used

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Contact: Debora Lenten

+31 6 15406098

Adv CBOX 90 x 275mm.indd 2 15-01-16 09:48




In addition to publishing the magazine Zeehavens Amsterdam, Amports

also invests a great deal in digital media. You can read our news in the

weekly bulletin on our website ( or our monthly digital

newsletter (Havenflits). In addition, we share our – as well as your – news

items every day through social media. This includes our LinkedIn group

and our Twitter account, which now has more than 4000 followers – an

achievement of which we are very proud. We would also like to take this

opportunity to thank our followers and invite everyone to continue

sharing their news and great pictures. This allows us to shine an even

brighter spotlight on our wonderful port region!



13-04-16 08:09

NEWS! Disney Wonder will visit #Amsterdam

in 2017. Looking forward to welcome her! #cruise

Alma Prins-Droog


23-03-16 10:40

Good morning Balmoral @FredOlsenCruise

and all the river cruise ships. Enjoy







Prodock Amsterdam


10-03-16 11:47

Prodock top 3 case @CIO_NL TIM Award

‘Most Innovative Ecosysteem’! Today we

present our case to the judges #proud

#innovation #Amsterdam

Damen Shiprepair


06-04-16 14:09

The last in a series of 7 vessels from Viking

River Cruises left Damen Shiprepair



Tata Steel in Europe


21-03-16 18:01

Pink sky at night over our steel works

#TataSteel #Netherlands #IJmuiden

Offshore News


29-02-16 15:03

Largest vessel in sea locks of Amsterdam.

Big pipelay vessels ‘Solitaire’,by Allseas @

AYOP_Offshore @oram_amsterdam pic.



05-04-16 15:50

Article by @DinalogAms: Intelligent bollards,

quays and buoys in the @PortofAmsterdam

Port of Amsterdam


14-03-16 17:22

Seajacks Scylla ship has arrived today in the

port of Amsterdam region portofamsterdam.


Also have some interesting portrelated

news? Follow us and

send your news plus any photo

to @amports. The best tweets

will be featured in Zeehavens



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‘Packing, lashing, hoisting,

sealing or pumping liquids’

The Port People series meets the

men and women on the work floor.

In this issue we speak to Richard

Wijker, warehouse manager at

Pronk Multiservice.

“From the moment I went to the college for

maritime studies I discovered that sailing

was not a good choice for me: I suffered

from seasickness, and in a big way. I tried to

get over it for a while but nothing helped

so I joined the Netherlands Marine Corps in

1989. After 12 wonderful years, during which

I saw a lot of the world, I decided to look for

another job. My wife came across an advert

for Pronk Multiservice in the newspaper and

I could start right away as lasher in the port.

In the beginning I found it terrible; the difference

between being a marine and a port

worker was enormous. But after six months

I was converted and since then I’ve gone to

work with a spring in my step.”


“As warehouse manager at Pronk Multiservice,

I am responsible for all the work in the

warehouse. I lead a team of seven people

packing cargo such as electronics, steel parts,

cars and machinery. In general we work from

08.30 to 16.30, but if necessary we do overtime.

I start the day by classifying the work,

depending on what needs doing. On some

days we get three trucks in here, on others

one or two. After unloading, we measure

everything, pack the items in containers

and secure them. If something is too large,

we make a crate ourselves. Chemicals must

always be secured in a certain way, approved

by the inspectors. Last week they were with

us on the floor for three days for a job. And

occasionally someone comes here from

customs for inspections, too.”


“The work is varied: we pack, lash, hoist, seal

or pump liquids. Because we have to make

a lot of crates, we work with wood a great

deal. If necessary, we also work on site at a

customer’s premises or at Amsterdam Airport

Schiphol. We are currently working on

a major project in the Hemcentrales where

turbines are being dismantled. A specialised

company has accepted the job and we will

do the wrapping. Here on our premises, we




warehouse manager


Pronk Multiservice

Employed in the port since:


work in the warehouse, but also in the port:

carrying cargo on and off, lashing and unlashing,

forklift work, securing cars on ships,

hoisting, and so on. If necessary, I also help

with these activities; however I am generally

in the warehouse – this is really my element.”


“The best thing about my work is packing,

sawing planks and making crates, shrinking

cargo and the like. It is very specific work,

and there are no education courses for it. We

train the people ourselves. Anyone who is

somewhat skilled and quickly learns the job

can work here – but in practice we see that

only one in ten applicants are actually able to

do the work in the end.” •


Blom bv


• Tugboats

• (Coupled) barges with spud poles

• Pontoons/collection barges

• Water transports

• Storage and transhipment options

• Duurzaam vervoeren *

*The sustainable delivery and removal of (building) materials


Pier Afrika 10, 1013 BK Amsterdam

Tel: +31 20 686 60 07

Fax: +31 20 686 60 82


Mooring / Tender

services in port

area IJmuiden

The Cooperative Association of Vletterlieden provides the transport

of persons, packages and supplies to ships at the anchorage and to

offshore wind farms. Besides communications (water taxi) the boatmen

assist in mooring, unmooring and shifting of maritime-, river- and

fishing boats in the port area of IJmuiden, Velsen and Beverwijk. We

operate closely together with pilots, tugs and port authorities.

• Mooring, unmooring and shifting of sea-going vessels

in the Amsterdam port area

• Marine consultancy

• Supplying of complementary deck crew

• Boat rental with licensed skipper

• Transport and storage of provisions - bonded stores -

spares - hazardous goods

• Temperature controlled refrigeration and freezing

storage facility

• Customs services

• Emergency response


Tel 24/7: +31 (0)255 515354

Tel office: +31 (0)255 521796

Capriweg 30, 1044 AL Amsterdam E-mail :

Phone : +31 20 44 870 90 Internet :





Kilograms or


Limitation of liability is commonplace

in international cargo transport.

But what does the term mean

exactly? When goods are damaged

during transport, the carrier is

liable to pay compensation.

This liability is relatively easily adopted.

Carriers have the primary obligation to deliver

goods in the same condition in which they

received them. If they do not, they basically

have to accept liability, except in cases of

force majeure. This liability is legally limited,

as carriers often do not know the value of the

goods, and this value is often disproportionate

to the worth of the carriers’ service (i.e. the

freight fee). Moreover, to ensure that the transportation

of goods remains insurable, there

are global liability limits. This also encourages

those with a stake in the cargo to insure their

own goods at full value.

The above limits do not apply if carriers lose

or damage a product intentionally or with

recklessness bordering on intentional. In

these cases, they must pay the full damages.

However, it is difficult to prove such gross negligence:

it must be almost entirely clear that

the carrier understood that its conduct would

cause damage.


If carriers wish to avoid liability, they must

demonstrate force majeure: another difficult

hurdle in the Dutch system. They must prove

that they have done everything possible to

prevent damage. This is complicated given

that almost any contract of carriage could

have been executed slightly better, and that

damage could thereby potentially have been

prevented. In other words, the Dutch polder

model has also penetrated into this area.

Intent on the one hand and force majeure

on the other are difficult to prove, so, in

short, if something goes wrong, the carrier

will almost always be found to have limited


This limitation is calculated in different

ways. In maritime law, specifically referring

to transport under a bill of lading, the weight

or number of goods is decisive. The limits are

around €2.20 per kilogram and €750 per packaging

unit, whichever is higher. For instance, if

the carriage concerns one unit (bag) weighing

a thousand kilograms, the limit is €2,200 (since

going by one unit (package) would result in

only €750). The item or package limitation is

particularly interesting in case of breakbulk

transport. How do we define a package? If a

container (one package) contains eight hundred

boxes of goods (eight hundred packages),

what rule applies?

As so often, the answer is given by the transport

documentation. If the waybill indicates

that there are six pallets (six packages) in

the container (one package) with a total of

eight hundred boxes of packaged goods (800

packages), the latter is considered the criterion

for calculating the limited liability. In short, the

key variable is the packaging unit of the product

which is defined as such in the transport




is maritiem advocaat

en partner bij

ROHE Advocaten in


If things are not

clear, the involved

parties may

be on thin ice

If things are not clear, the involved parties may

be on thin ice. This may be negated by using

the kilogram limit (given that the highest

amount applies), but if this is not possible (for

example, when the goods are quite light) the

carrier could get away relatively unscathed

with the smaller packages, namely the container

or pallets. The risk can be easily prevented

by being clear about the actual packaging unit

and the number thereof, preventing uncertainty.

After all, it will soon be spring, and there

is no need for any ice, however thin.

The contents of this article are to derive any rights.

To submit a comment, please e-mail with:


. Eigen machinale werkplaats

. Revisie van pompen,

ventilatoren, roerwerken en


. Steiger vluchtladder systemen

. ARC keramische coatings

(extreem chemisch, corrosieen

erosiebestendig voor de

industrie en scheepvaart)

Pomprevisie voor scheepvaart,

industrie en overheid

Westhavenweg 45 1042 AL Amsterdam • T. 020 4486448 • F. 020 4486444 • •

Amsterdam IJmuiden Offshore Port,

Serving up offshore energy solutions.

Our partners are ready

to be of service in the

following disciplines:

• Base Facilities

(office, warehouses, open yard)

• Transport, Logistics & Supply

• Construction, Engineering

• Decommissioning

• Design, Development

• General Services

• Maintenance and


• Offshore Wind Power

• Port Related Services

• Regional Authorities





Airborne Oil & Gas BV • Allrig BV • Amports • AON Risk Solutions

• Ballast Nedam Beton- en Waterbouw • BK Ingenieurs BV • Boon

Oil & Gas Services • Brand Energy & Infrastructure Services •

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Netherlands • CMF Central Mudplant & Fluid Services BV

• C-Ventus • Damen Shiprepair Amsterdam BV • Damen Shiprepair

Oranjewerf BV • De Back Metaalconservering Groep • De

Vries & Van de Wiel • Deep BV • Royal Dirkzwager • Distribution-

NOW • Dutch Marine Contractors • Dolphin Marine Offshore en

Industrie BV • Dutch Offshore Energy Solutions BV • Gemeente

Beverwijk • Gemeente Velsen • Gemeente Zaanstad • Goflex

Young Professionals BV • Grontmij Nederland BV • Gulf Oil Nederland

BV • Havenbedrijf Amsterdam NV • HPG Projects • Industrial

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BV • Intramar Insurances • IRO • Iskes Towage & Salvage

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BV • Lashuis Haprotech • M&M Beveiliging BV • Main BV •

Mammoet Nederland BV • MEO BV • Mistras Group BV • MSCY

Vastgoed BV • Niron Staal Amsterdam BV • Nova College • Oliehandel

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BV • Provincie Noord Holland • Port Towage Amsterdam •

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BV • Royal Haskoning DHV • SAB 1950 • SeaMar Services/

Shipping BV • Selmers BV • SPIE Industry Noordwest • Stork •

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Workboats • Zeehaven IJmuiden NV

Alliance of port & offshore related industries and regional authorities





Storage of breakbulk

at the VCK deepwater

terminal at the

Amsterdam Coenhaven

(Coen Harbour) in 1972.

Photo: Ben Burgers


Commercial sailing to Amsterdam

as an international trade

and transport hub has been going

strong for some five centuries. The

goods shipped by the Amsterdam

vessels in the past could be categorised

as mixed cargo; that is all there

was, and containers had yet to

be invented. Although mixed cargo

has become an outdated term in

the past 50 years, it still exists; nowadays

it is known as breakbulk.

Once upon a time, mixed cargo with its

varying sizes and weights, such as chests,

crates, bales or barrels was loaded into

and removed from the cargo hold by crew

piece by piece. The loading and unloading

process was led by the first officer who was

the linchpin at sea and the most important

crew member on board after the captain. But

he also had important tasks on shore, such

as the loading and unloading of the vessel,

and implementing the stowage plan. This

involved how and where the outgoing cargo

would be stowed, what had to be unloaded

first at the next port of call, and should

therefore be loaded last, and which cargo

could be combined. There were lists full of

directions, limitations and conditions that

had to be taken into account in the stowage

process. Shapes, sizes, chemical compositions,

aromas... You name it.

It was also essential not to have too much

cargo on one side of the vessel. Ensuring

that goods did not shift during the trip was a

meticulous job, one that turned the officer’s

hair grey. But it was also the basis for becoming

a captain, his chief ambition. The result of his

efforts became clear in the port with a cargo

hold filled to the brim like a box of building

blocks. The (un)loading and stowage process

was time-consuming. While a 1950s vessel only

spent around 100 days at sea at most, modern

container vessels sail up to three times as

much. Port time is not profitable to shipping

companies – vessels at sea are.

Major changes

Around 1970 there were many major changes

in the port. Stevedores adapted to the new

shipping methods such as containers and

roll-on/roll-off, and vessels became bigger. Although

the logistic concept changed completely,

the ‘conventional’ vessels used in the past

were still here. They were now called multipurpose

vessels, and transported anything that

could not be shipped in containers. This type of

cargo – formerly known as mixed cargo but in

larger batches of the same type of goods – is

today known as breakbulk.

Breakbulk is too long, too wide, too heavy

or too voluminous for containers. As in days

of old, it is a type of cargo that is shipped

individually in the hold. It may involve

potatoes (in sacks on pallets), cut lumber (in

bundles), paper (in rolls), chemical pulp (in

bales), steel (in rods) or aluminium (in bars).

But it may also involve cars, or project cargo,

in which entire factories are transported

to any destination worldwide in segments.

A large number of multipurpose vessels

are available to ship this type of cargo. In

2014 the total tonnage of breakbulk vessels

amounted to five per cent of the global

fleet, with bulk carriers representing 35 per

cent, tankers 30 per cent, and container

vessels 18 per cent.

And now, in 2016, Amsterdam is still an

important port. With nearly 100,000 tons

of transhipped goods a year, the Dutch

capital is among the Top 5 European ports.

The Amsterdam port processes all types of

cargo via modern dedicated terminals. With

its first-class facilities on shore and excellent

hinterland connections, Amsterdam is one of

the leading ports in Europe.


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W E C R E A T E O p p O R T u n i T i E S


(2nd to Ajax in Amsterdam region)

August 6 we’ll meet again!



Take a good rest and be back


Correia is Dutch for Danilo



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