The document discusses several recent developments at ECT, including a new order for 63 additional hybrid AGVs to be used at the ECT Delta Terminal, real-time container status information now available via the updated E-Gate app and European Gateway Services website, and faster veterinary inspections for containers in the port of Rotterdam through a new service level agreement. It also provides an example of how European Gateway Services offers customers efficient transportation solutions and reliable services.

1. 57
S u m m e r - a u t u m n
2 0 1 3 ISSUE
ShoreTension
Safe and Easy
Cost Benefits
to Southern Germany
Widening of
Amazonehaven

2. Nautically Available
From the end of October 2013, particularly Ultra
Large Container Ships on the south side of the ECT
Delta Terminal will benefit from a widened entrance
to the Amazonehaven port basin.
8-11
12-13
18-19 Drewry study: Cost Benefits
of Rotterdam - Southern Germany
routings
ECT has commissioned world-renowned Drewry
Supply Chain Advisors to conduct an independent
study into the benefits of using European Gateway
Services on the route between Rotterdam and
southern Germany.
‘We Never disappoint our Customers’
On the 1st of September 2013, Nederlands
­Loods­wezen (Dutch Pilotage Organisation) marked
its 25th anniversary as an independent organisation
separate from the government. According to national
chairman Eric van Dijk, a lot of positive developments
have transpired over the last quarter century.
14-15
C O N T E N T S
Colophon
Fast Forward, a business-to-business publication of
ECT, appears three times a year. Please contact our
Communications Department with any questions or
suggestions you may have regarding the contents.
Copy Rob Schoemaker, Rob Wilken (editor-in-chief)
Translation Niall Martin, Dean Harte
Photography Eric Bakker (unless stated otherwise)
Layout Ontwerpwerk, The Hague
External coordination and printing RWP, Voorburg
Chief editor ECT Rob Bagchus
Europe Container Terminals (ECT)
Europe Container Terminals (ECT) is the leading and
most advanced container terminal operator in Europe,
handling most of the containers at the port of
Rotterdam.
ECT operates three deepsea terminals in Rotterdam:
the ECT Delta Terminal and the Euromax Terminal
Rotterdam (together with CKYH - the Green Alliance)
on the Maasvlakte peninsula, close to the North Sea,
and the ECT City Terminal in the Eemhaven close
to the city centre. Through its European Gateway
Services ECT offers customers a variety of services to
facilitate the optimal flow of containers between
the deepsea terminals in Rotterdam and the
direct European hinterland. In 2012, ECT handled
7.7 million TEU.
ECT is a member of the Hutchison Port Holdings
(HPH) Group, a subsidiary of the multinational
­conglomerate Hutchison Whampoa Limited (HWL).
HPH is the world’s leading port investor, developer
and operator with interests in 52 ports, spanning
26 countries throughout Asia, the Middle East, Africa,
Europe, the Americas and Australia. HPH also owns a
number of transportation-related service companies.
In 2012, the HPH Group handled a combined
throughput of 76.8 million TEU worldwide.
No rights can be derived from this publication.
P.O. Box 7385, 3000 HJ Rotterdam,
the Netherlands
T +31 (0) 181 278 278
E info@ect.nl | W www.ect.nl
E egsinfo@ect.nl
W www.europeangatewayservices.com
2

3. Worldwide
Mooring
Solution!
The device has already been success­
fully used at quays in various ports:
the ShoreTension. The invention
of the Rotterdam-based Royal
Boatmen’s Association Eendracht
allows for vessels to be tightly and
reliably moored alongside the
quay in all weathers. This yields
substantial advantages for both
safety and operations. A joint
venture named ShoreTension
Holding aims to make the device
a worldwide success. The potential
applications are countless - and
not just in the container sector.
A Solid Foundation
News
People make
the Difference
ECT receives Lean and Green Star
Extended Gate really stands out
High-level Transport Planning
Me and My Vessel
BEHIND THE SCENES: DELTA REEFER
CARE
Fast Forward is also available
as an app for the iPad and Android
tablets. It can be downloaded
free of charge in the Apple App
Store and Google Play Market.
4-6
7
16-17
20-21
22
23
24
C O L U M N
summer - autumn 2013
Ever since 1966, ECT has been the pioneer in container handling. The ECT
Delta Terminal was the world’s very first automated terminal, the Euromax
Terminal Rotterdam is currently the most advanced and sustainable terminal
in operation. Of course new competitors will enter the market next year, but
we are not standing still either. ECT unabatedly continues to innovate and
invest in a constantly better product.
A good example is the new type of AGV developed by manufacturer VDL in
conjunction with us. These vehicles combine advanced hybrid technology
- which makes them considerably more environment-friendly than previous
generations - with a better performance. We have full confidence in the
hybrid AGV. So much so, in fact, that we have expanded our initial order this
spring for 22 vehicles with a follow-up order for an additional 63 AGVs, all
intended for the ECT Delta Terminal. Together with the largest quay cranes
and new ASCs that will soon be commissioned, the ECT Delta Terminal is
ready for the future. And more improvements will definitely follow.
Our innovativeness also becomes apparent in a completely different area: the
worldwide exploitation of the ShoreTension through a new joint venture in
which we are participating. The ShoreTension is a device which was created
and developed by the Royal Boatmen’s Association Eendracht and which allows
for a ship to be moored alongside the quay far more reliably and sturdily.
As a result, port safety is improved and ships can be handled more efficiently
in adverse weather conditions or high swell. Of course, we will be deploying
the ShoreTensions at our own terminals. The application possibilities however
far exceed the container sector and offer opportunities in ports all over the
world. The joint venture therefore focuses on global exploitation, constituting
a new business activity for us.
All of our investments in our own deepsea terminals, in new developments
such as the ShoreTension and of course European Gateway Services provide
us with a solid basis for offering our customers optimum services in the future.
The Lean and Green Star which we were recently awarded for demonstrable
CO2 reduction confirms that we are also leading the way in terms of
­sustainability. A field in which we of course want to continuously achieve
further improvement as well. We want to leave our children and grandchildren
a healthy Earth.
Automation, new equipment, sustainability… all are extremely important.
Ultimately though, it is our staff who make the real difference. They are at the
heart of each improvement and innovation. With that, they constitute our most
important asset for continuously improving the quality of our service provision.
Today and in the future.
Jan Westerhoud
President of ECT
3

4. N EWS
Paperless Transport between
Rotterdam and Willebroek
Containers arriving at ECT in Rotterdam by deepsea vessel can now
directly be moved to the inland terminal TCT Belgium in Willebroek
without customs documents.
Thanks to a cross-border customs authori­
sation issued to ECT, subsidiary European
Gateway Services can immediately further
transport the cargo by barge upon discharging.
It is not until the container leaves the terminal
at TCT Belgium that the customs formalities
need to be arranged. Martine Hiel, Managing
Director of TCT Belgium: “The large number
of Asia-services and the fact that Rotterdam
is often the first port of call in Europe makes
the port of Rotterdam an attractive option
for many companies in the Willebroek region.
The cross-border customs authorisation makes
the route Rotterdam - Willebroek even easier.
Customers no longer need to wait for customs
clearance in Rotterdam. Containers can
immediately be put aboard the daily barge
shuttle.”
The cross-border customs license in question
is a so-called Customs bonded warehouse
type C license. The Customs authorities of
both Belgium and the Netherlands have given
permission to extend the license originally
issued to TCT Venlo to also include the TCT
Belgium terminal as of the 15th of July 2013.
Earlier, the terminal DeCeTe Duisburg in
Germany was already added to this license.
One Millionth Truck
at Euromax Terminal
This was particularly done for the shipping
lines Cosco, “K” Line, Yang Ming and Hanjin,
which together form CKYH - The Green
Alliance. ECT President Jan Westerhoud:
“In cooperation with CKYH - The Green
Alliance, the Euromax Terminal Rotterdam
is developing favourably. The handling of
the one millionth truck is a milestone to be
proud of. We make every effort to always
optimally serve the road transport sector.”
At the Euromax Terminal Rotterdam, truck
drivers whose visit has been properly
­electronically pre-notified by their companies
can simply remain in their cabins when
entering and leaving the terminal. At the
terminal, the discharging and loading next
takes place almost fully automated. Only
for the last metre between container and
chassis does a human briefly take over
­control from the office building. Using a
joystick and cameras, the crane is accurately
positioned above the truck up to the
millimetre.
In September 2013, the Euromax Terminal Rotterdam handled the one
millionth truck. Combined, these trucks have delivered and collected
approximately 1.3 million containers.
4

5. The existing E-Gate App will be upgraded in early
September 2013 to include status information on containers
at the inland terminals TCT Venlo, MCT Moerdijk, TCT Belgium
and DeCeTe Duisburg.
New Version of E-Gate App
displays Container Status
at Inland Terminals
By simply entering the container number
on your smart phone you will be able to
see in real time whether your container
is present at the inland terminal of your
choice or not. What’s more, the new E-Gate
App gives you access to the operational
service updates of ECT’s terminals and the
latest news about current developments
­concerning European Gateway Services.
The E-Gate App was originally introduced in
late 2012 and since then offers customers
the opportunity to use their smart phone to
access real-time information on containers
and deepsea vessels, feeders, barges and
trains on ECT’s deepsea terminals in
Rotterdam. New track & trace options within
the European Gateway Services network
will continuously be added.
The new E-Gate App is compatible with
Apple and Android and can be downloaded
free of charge from the Apple App Store
and Google Play Market.
Faster Veterinary
Inspections
Containers with veterinary cargo are being
moved through the port of Rotterdam faster
since Customs, the Netherlands Food and
Consumer Product Safety Authority NVWA
and the business sector signed a joint
­service level agreement this spring. Central
to the agreement is a reliable duration for
documents checks and the introduction
of a maximum norm. Bas Janssen, acting
director of the port and industries’ association
Deltalinqs: “This cooperation between public
and private parties is unique and a major
contribution to a more efficient and faster
logistics in the port of Rotterdam.” In the
service level agreement, companies pledge
to present the required control data on time.
Customs and NVWA have guaranteed
the deployment of sufficient manpower,
­adherence to fixed turnaround times
and notifying companies in the event of
­deviations from the norm. Says Marty
van Pelt, manager of the Netherlands
Association for Forwarding and Logistics
FENEX: “Document checks are one of the
first steps in the import process and deter-
mine the planning further down the line.
The service level agreement ensures that
the logistics of veterinary goods within the
port has become predictable and proceeds
without unnecessary delays.”
Fast Forward App incorporates Many Extras
This edition of Fast Forward is also available for you to
view as an app with many extras. Among the features
on offer in the new app edition you’ll find videos on
the ShoreTension, barge Semper Fi, the widening of the
Amazonehaven port basin and more.
Haven’t got the Fast Forward App on your tablet yet?
You can download it free of charge via the Apple App
Store or via the Google Play Market.
5

6. New Order for
63 Additional Hybrid AGVs
ECT has expanded its previous order with
manufacturer VDL for 22 hybrid Automated
Guided Vehicles (AGVs) with 63 additional
vehicles. All 85 of these hybrid AGVs will
serve at the ECT Delta Terminal and replace
vehicles of the first generation. In the hybrid
AGV, a small diesel engine powers a generator
which in turn feeds the electric motors.
When peak output is needed, ultra caps - a
kind of super batteries - ensure extra power.
The hybrid AGVs are more energy efficient
and have less CO2 and noise emissions.
The first two hybrid AGVs from the series
of 85 are expected at ECT at the end of
October 2013.
N EWS
Austria now also
connected through
European Gateway
Services
European Gateway Services now also allows
to efficiently arrange container transport
to and from Tyrol and Salzburg in Austria.
To this extent, cargo travels aboard European
Gateway Services’ own Munich train which
directly connects Rotterdam and the
Bavarian capital three times a week. From
Munich, containers can next be moved to
and from for example Salzburg or Innsbruck
by truck in 1.5 hours.
Quieter Trains
between Rotterdam
and Venlo
All the wagons of the trains of Rurtalbahn
which maintain the connection between
Rotterdam and the inland terminal TCT Venlo
for European Gateway Services have now
been fitted with synthetic instead of iron
brake blocks. As a result, the wagon
wheels stay smoother, thus reducing the
noise. Moreover, squeaky brake noises
are substantially reduced. In this way, the
synthetic break blocks yield a noise reduction
of 7 to 8 decibels. In practice, this feels like
the sound is halved. Rurtalbahn operates
four trains daily from Rotterdam to Venlo
and vice versa.
Real-time Status Information also Available
via European Gateway Services Website
Simultaneous with the new release of the E-Gate App, the European Gateway Services website
will be upgraded in early September 2013 to include real-time information on the status of
containers (by entering the container number) and modalities (by entering at least the first three
letters of the name of a deepsea vessel, feeder, barge or train) at ECT’s deepsea terminals.
What’s more, customers can also track the status of their containers at the inland terminals
TCT Venlo, MCT Moerdijk, TCT Belgium and DeCeTe Duisburg. All this status information
can be accessed via www.europeangatewayservices.com.
Stay Up to Date with the European
Gateway Services Newsletter
European Gateway Services regularly publishes a digital newsletter with
the latest information on and about the services in its European network.
Want to receive the newsletter too? Register now via the website
www.europeangatewayservices.com.
6

7. Ton van Merode (55) has been working at ECT since 1980 and is currently
supervisor at ECT’s operational European Gateway Services department.
People make the Difference
ECT’s staff have already been meeting the needs of customers for more than 45 years. In this series they reveal their drive.
What do you have to offer companies?
TON “Via our department companies
can book their containers on the inter­
modal rail and barge connections of
European Gateway Services to and
from a wide range of inland terminals
in the European hinterland and even
to the final destination. We offer a
one-stop shop for multiple destinations
and the customer receives a single bill.”
RAYMON “With our team we aim to
offer each customer the best possible
transport solution. As part of this we’ve
started a pilot since September 1 this
year with extended opening times on
weekdays, from 7.15 am to 11.30 pm.”
Why should companies opt for
European Gateway Services in
particular?
TON “Our intermodal planners always
seek out the most efficient and
attractive hinterland routes for the
customer. If desired we can also offer
him full service, including paperless
transport and just-in-time delivery
to his warehouse.”
RAYMON “One of our distinguishing
features is reliability. Customers who
book with us can be assured that the
containers arrive at their destination
in the European hinterland at the
stipulated time. We’re good at putting
heads together with our customers
and we’re happy to go that extra mile
for them. We see each transport
requirement as a challenge.”
Can you give an example
of your added value?
TON “A major forwarder was
experiencing problems with the
validity of customs documents for his
cargo flow to Venlo. We advised him
to use our Paperless Service. That way
the containers travel on our customs
license to TCT Venlo by train or barge.
It’s only there that the forwarder has
to complete customs formalities.
He no longer has to deal with customs
documents in Rotterdam.”
RAYMON “We also have a customer
who used to transport multiple
containers to Moerdijk on a single
customs document. If one or more of
the containers were unavailable for
transport, a whole new document was
required. European Gateway Services
offered him the solution of paperless
transport. I think that we also
demonstrate our added value by doing
everything in our power to ensure
cargoes always reach their destination
on time, even in the event of unforeseen
delays within the network.”
What do you see happening
in the future?
TON We want to make transport
into the European hinterland as easy
as possible. In the near future, for
example, customers will be able to
book with us direct via the website.”
RAYMON “European Gateway Services
is expanding steadily. New destinations
are constantly being added.”
‘One of our distinguishing
features is reliability’
‘We’re happy to go that extra mile’
Raymon van Bokkem (33) has been part of ECT
since 2001 and works at European Gateway Services
as intermodal planner.
7

8. Worldwide
Mooring Solution!
The device has already been successfully used at quays in various ports:
the ShoreTension. The invention of the Rotterdam-based Royal Boatmen’s
Association Eendracht (KRVE) allows for vessels to be tightly and reliably
moored alongside the quay in all weathers. This yields substantial
advantages for both safety and operations. A joint venture named
ShoreTension Holding aims to make the device a worldwide success. The
potential applications are countless - and not just in the container sector.
8

9. “The ShoreTension (see box at page 11 for explanation, ed) has
unprecedented application possibilities which far exceed
just container vessels.” KRVE board members Erik de Neef
and Gerrit van der Burg are clearly enthusiastic about their
own invention. On a screen, they show several situations in
which the ShoreTensions have already proven their value.
In the ports of Sines (Portugal), Ferrol (Spain) and Cotonou
(Benin), for example, but also closer to home in Bremerhaven
and of course Rotterdam. Van der Burg: “The port of Sines
is affected by a long swell from the Atlantic which impacts
handling operations. Moored vessels encounter considerable
movement. The ShoreTensions absorb these movements and
ensure that ships remain fixed to the quay with far greater
stability. This greatly boosts productivity.” Another example
is the recent visit of the FPSO Gryphon A (a gigantic ship
for the production and storage of crude oil) to Rotterdam
for major maintenance. For five weeks, the ShoreTensions
demonstrated their added value here by keeping the ship
tightly moored alongside the quay with great stability.
Cooperation in Joint Venture
“The ShoreTension has a huge potential in many sectors:
bulk, offshore, containers, etc,” agrees ECT’s director Leo Ruijs
on the broad market potential for the ShoreTension. Together
with co-director Jasper Hooykaas, Ruijs was involved in
the procurement of a 50-percent participation of ECT in
ShoreTension Holding BV which will globally exploit the
device. “We see many opportunities for the ShoreTension.
What’s more, our participation fits in perfectly with ECT’s
constant pursuit of innovation.” The other 50 percent in
the joint venture is owned by All-round Port Services, an
investment company of Stichting Pensioenfonds voor Roeiers,
the pension fund for boatmen in Rotterdam’s port area.
A ShoreTension has a safe working load of 150 metric
tonnes. The device is therefore deployed in conjunction
with special, high-quality mooring lines with a breaking
strength of 200 tonnes. For this, ShoreTension Holding
cooperates with wholesaler Hoenderop, mooring line
manufacturer Geo Gleistein & Son and DSM Dyneema,
the manufacturer of so-called UHMWPE fibre branded
as Dyneema®. Mooring lines made with Dyneema®
are exceptionally strong and light. They have the same
strength and diameter as a steel line, but will weigh only
one-eighth. Marc Eijssen, Senior Application Manager
at DSM Dyneema: “In cooperation between the four
parties, a mooring line has been developed which has
been optimally geared to and specifically meets the
requirements of the ShoreTension regarding strength
and stiffness. What’s more, it is fitted with a so-called
Snake Skin Cover to protect the line against abrasion.”
In Combination with Special Mooring Lines
9

10. 10
Over the course of three years, 26 different participants
- including (port) authorities, terminal operators (ECT),
vessel operators, pilots, boatmen, suppliers, consulting
firms and research institutes - investigated the effects
of a passing ship’s wash on moored vessels and what
can be done in terms of port design to mitigate that.
The use of ShoreTensions has been an integral part of
this so-called ROPES project, which will be completed
at the end of 2013. What’s more, the ShoreTensions
will be included in a new joint industrial project which
will commence in the second half of 2013. This time,
the research focuses on improving the safety of mooring
large cargo ships off the coast of West Africa.
The combination of heavy ocean swell, squalls and shallow
coastlines here can create unpredictable conditions.
The results of the new three-year research project aim
to provide new mooring guidelines and systems which
will improve offshore transhipment.
“We are proud of the ShoreTension System, an invention that is truly
from Rotterdam. The Port of Rotterdam Authority supports its broad
implementation.”
René de Vries, Harbour Master of Rotterdam
Van der Burg: “As boatmen, we were looking for a strong
partner to further spread our wings internationally.
Preferably one which is also familiar with Rotterdam, which
is why ECT was a perfect match.” Van der Burg elaborates
on the many applications for the ShoreTension. “Take Africa,
for example; the device could perfectly be used at terminals
which are being developed more offshore. Large market
parties need handling facilities which are not present in
the local ports there.” De Neef adds: “We have also only
just began to scratch the surface as regards the potential
application possibilities of ShoreTensions for so-called
ship-to-ship operations at sea and in ports. The devices
can provide perfect solutions to many bottlenecks.”
From First Test to Structural Use
The relationship between ECT and the boatmen has already
been excellent for a long time: there is a great degree of
contact between the two and the boatmen of course moor
and unmoor each sea-going vessel calling at ECT. When
the boatmen wanted to test their first prototype of the
ShoreTension in practice in 2009, ECT was therefore more
than willing to cooperate. The first use of the device involved
the stable mooring of a damaged vessel at the ECT Delta
Terminal. After that, the ShoreTension was gradually used
on a more structural basis. Especially at the ECT Delta
Dedicated North Terminal, the ShoreTensions have already
kept several vessels of MSC tightly moored to the quay in
strong winds. Generally speaking, two ShoreTensions are
required for ships up to 300 metres and four for longer
vessels. Besides safety, the ShoreTensions also offer various
operational benefits. Hooykaas: “If a ship is firmly moored
at the quay, our cranes are much better able to continue
operating, also near the bridge. The movement of the ship
always brings an additional risk there. The ShoreTensions
significantly reduce this.” And there is another advantage.
“The ShoreTensions make it possible to moor a ship in such
a manner that the hawsers are positioned almost perpen­
dicular to the quay. This can just make the difference
whether an additional barge, feeder or an extra deepsea
Participant in International
Research Projects
From left to right Leo Ruijs, Gerrit van der Burg, Jasper Hooykaas and Erik de Neef: “The deployment of ShoreTensions makes handling operations safer, more efficient and faster.”

11. From Idea to Practice
The ShoreTension was conceived and
developed by Rotterdam’s boatmen
after the CMA CGM Claudel broke
free of its moorings at the ECT Delta
Dedicated North Terminal in high
winds in 2007. In response, the Port
of Rotterdam Authority requested the
boatmen to think about a solution for
preventing similar situations in the
future. The solution they came up with
is the ShoreTension. This cylindrical-
shaped device can be used on any quay.
Without external energy - and there­
fore CO2 neutral - the ShoreTensions
exercise the same, constant pressure
on the mooring lines of a ship. And
exactly this is crucial for safely and
steadily mooring vessels. Ship
movements are caused by the fact
that mooring lines are exposed
to different tensions. This causes
tremendous forces which can
ultimately even lead to mooring
lines snapping.
Safe and Efficient
Whereas the ShoreTension was
originally developed with safety
in mind, it also proves valuable for
more efficient operations. As ships
are moored to the quay tightly, cranes
are better able to continue operations
etc. Moreover, the ShoreTensions do
not only prevent ship movement due
to high winds, but also because of
passing shipping traffic, strong
currents and long and/or high swell.
All details on the ShoreTension
are available on the website
www.shoretension.com.
vessel can be moored. The handling capacity of the
terminal is vastly increased as a result,” says Hooykaas.
Four Own ShoreTensions
Until now, the ShoreTensions used at the ECT Delta Terminal
have been on loan from the boatmen. ECT has however
decided to purchase four devices itself. As in the present
situation, these will be deployed at the ECT Delta Dedicated
North Terminal; in the future, the ShoreTensions will also be
used at the Euromax Terminal Rotterdam. Being the terminal
closest to the port entrance and thus optimally located for
visiting vessels, the Euromax Terminal Rotterdam will be
confronted with passing shipping traffic once the new
Maasvlakte 2 port area is commissioned. The ShoreTensions
neutralise the movements this causes to moored vessels;
as a result, the quay cranes can continue their operations
unhampered.
The Rest of the World
The joint venture aims to market a multitude of
ShoreTensions throughout the world. Hooykaas: “Storms
happen everywhere. Long swell frequently occurs on the
entire Southern Hemisphere. The deployment of
ShoreTensions makes handling operations safer, more
efficient and faster. Not only in ports, but also regarding
ship-to-ship operations.” The ShoreTension will be priced
at approximately 150,000 euros. Ruijs: “That’s without
the input of the boatmen’s expertise. Each usage of
ShoreTensions must be customised. After all, no two ports
and terminals are the same. This makes it necessary for
the boatmen to optimally fine-tune the ShoreTensions on
location and train local staff. The costs of a ShoreTension
by the way are completely offset by the efficiency gains
which can be achieved or the reduced likelihood of damage
to ships, cargo or port infrastructure.”
Watch the Video!
See more of the ShoreTension on the free Fast Forward app
which you can download in both the Apple App Store and
Google Play Market.
One of the satisfied customers of ShoreTensions is
the company Dutch Offshore Contractors. Manager
Operations Dave Hangoor explains:
“Recently, we were requested to move the oil rig Prime
Exerter from Rotterdam to the Caspian Sea. En route, the
locks in the Volga-Don Canal however only allow for a
maximum width of 16.5 metres; the rig was therefore
dismantled in Rotterdam and cut into transportable
pieces. We did this in close cooperation with Keppel
Verolme and using a giant crane of Mammoet as
well as the sheerleg Matador. The entire rig was first
­positioned on three seaworthy pontoons. We next
used the ShoreTensions to stabilise these pontoons.
The ShoreTensions did this for four weeks, allowing
the hook crane to always be positioned straight above
the project unaffected by tides and wave motions. This
­definitely saved a lot of time. We were able to continue
working much better than if we had only relied on
mooring lines. The hull of the Prime Exerter has by now
arrived in Baku on the Caspian Sea, where it is being
reassembled again. For us, it was the second time we
used ShoreTensions and we will certainly do this again.”
ShoreTensions prove themselves
in Offshore
11

12. Nautically
Available
From the end of October 2013, particularly Ultra Large
Container Ships (ULCSs) on the south side of the ECT Delta
Terminal will benefit from a widened entrance to the
Amazonehaven port basin. “Nautically available,” is
how René Roels describes this milestone. On behalf of
the contractors Van Oord and Besix, he bears on-site
responsibility for the project. Following on the entrance,
the entire 2400-metre long Amazonehaven will have been
widened by 55 metres by the end of March 2014.
12

13. tested this at a quarry in the Belgian Ardennes.” This test
demonstrated that the conceived approach was more than
feasible. About 10,000 holes were next drilled under water
in the quay floor at the Amazonehaven, each of which was
fitted with 2.5 to 5 kilos of explosives. Every 24 hours at high
water, a section of the floor was detonated in this way, with
a daily record of 294 holes. To prevent vibration as much as
possible, a delay of 25 milli­seconds was applied between
each detonation. Above the water, this creates the effect of
rolling thunder. Section by section, the entire quay floor
has now been cleared in this manner.
Fully widened by March 2014
Altogether, the demolition of the quay wall yielded 125,000
tonnes of concrete and 15,000 tonnes of steel. All this material
will be reused as much as possible. In addition, some 1 million
cubic metres of sand needed to be excavated from the zone
in front of the quay wall and an additional 2 million cubic
metres further down in the Amazonehaven. Work which is
currently still in full swing. Roels: “Starting from the entrance,
the first 400 metres of the widened, Amazonehaven will
become nautically available from the end of October 2013.
The remaining metres will follow after that in consecutive
phases.” The entire project for the widening of the 2400 metres
long Amazonehaven will have been completed by the end of
March 2014.
ECT Operations continued 24/7
One of the major preconditions in the entire project is
that the operations at the ECT Delta Terminal can continue
unhampered 24/7. This aim has been successfully met so far,
concludes Roels. “Our working area is limited to 50 metres
from the shore opposite ECT. Challenging, but sufficient.
We have continuously consulted with ECT. Beforehand, but
for example also when the plans for using explosives first
started to arise. Needless to say we carefully monitor the
vibrations. This by the way is not the only environmental
factor we need to take into account. There is EMO of course,
but some other companies as well. And there is a 380 kV
power cable running right by our work site.”
Ready for the Future
With the broader entrance from late October 2013 and the
subsequent widening of the entire Amazonehaven, ECT will
mark yet another important milestone. Combined with the
expected arrival of a lot of new equipment - including the
largest quay cranes - the south side of the ECT Delta Terminal
is optimally prepared for the fast and efficient handling of
various ULCSs at the same time; irrespective of whether these
vessels have a capacity of 14,000 TEU, 16,000 TEU, 18,000 TEU
or even larger. Together with the MARIN research institute,
the Port of Rotterdam Authority and the pilots this has been
extensively tested and simulated.
Watch the Video!
See more of the widening of the Amazonehaven on the free
Fast Forward app which you can download in both the Apple
App Store and Google Play Market.
The port basin will be widened
across its entire length from
255 metres to 310 metres
The project for the widening of the Amazonehaven is a
typical result of the vast increase in containerisation and
accompanying scaling-up which has occurred over the last
decades. It is only 25 years ago that a quay wall of 900
metres was constructed for the coal and ore terminal of
EMO opposite the south side of the ECT Delta Terminal.
At the time, the ECT Delta Dedicated East Terminal and
ECT Delta Dedicated West Terminal had not even been
constructed. Back then, no one could possibly conceive
that nowadays container ships of 14,000 TEU and up are
becoming an increasingly more common sight here. In
principle, all ULCSs are now already perfectly capable
of entering the Amazonehaven free of draught-related
limitations. With more as well as increasingly larger
ULCSs being delivered from the ship yards however action
is required to safeguard this accessibility in the future.
Together with the Port of Rotterdam Authority and with the
cooperation of neighbour EMO, the decision was therefore
made to widen the port basin across its entire length of
2400 metres from 255 metres to 310 metres.
Not an Easy Task
To accomplish the widening, a new, earth-retaining quay
wall was first constructed 55 metres inland on the EMO
terminal. As the work progressed, a start was gradually also
made with the excavation of the 55 metres of land in front
of that new quay wall, including the removal of all old
quay walls and other maritime protection constructions.
Most challenging - and most important in terms of
accessibility - is the Amazonehaven’s entrance. This is
where ships make their turn. But also exactly where
EMO’s original quay wall was located. René Roels: “A sea
quay is actually built for eternity. This is the first time that
a construction of this kind has been demolished in the
Netherlands.” All in all, not an easy task. For this reason,
the Port of Rotterdam Authority separately put out a design
& construct tender for the Amazonehaven’s first 900 metres.
This was ultimately awarded to the consortium Besix - Van
Oord. The widening of the remaining 1500 metres of the
Amazonehaven was arranged in a different contract with
Besix building the quay wall and dredging works via the
consortium Boskalis-Van Oord.
Roels: “The construction of the quay wall slated for demolition
was 41 metres high in total, with an additional complicating
factor being that concrete tends to harden over the years.”
The biggest challenge was the removal of the quay floor:
18 metres wide, between 1.5 to 3 metres thick and situated
3 to 6 meters below sea level. “Following extensive research
and consultation at the local level as well as consultation
with the competent authorities, we ultimately decided
to use explosives,” explains Roels. “We first extensively
The south side of the ECT Delta Terminal is optimally prepared
for the fast and efficient handling of various ULCSs at the same time.
Most challenging - and most
important in terms of accessibility -
is the Amazonehaven’s entrance
13

14. On the 1st of September 2013, Nederlands Loodswezen
(Dutch Pilotage Organisation) marked its 25th anniversary as
an independent organisation separate from the government.
According to national chairman Eric van Dijk, a lot of positive
developments have transpired over the last quarter century.
“Under the precondition of safety, we never decline a customer
request to bring in a ship, regardless of the weather.”
“Only last week, I accompanied a 225-metre long ship from
the North Sea into the port of Rotterdam. Navigating the
bend at the Waalhaven to next moor in reverse. Wonderful
work!” Despite his busy administrative duties, chairman
Eric van Dijk would not want to miss working as an actual
pilot. “I always try to reserve one day a week for this.”
His enthusiasm is characteristic of the work ethic of the
entire Dutch pilotage organisation; the rendering of service
to vessels takes centre stage. It is a mind-set that is strongly
connected with the government policy-related privatisation
which was achieved in 1988. Van Dijk: “Loodswezen is one
of the few examples of a successful privatisation effort in
the Netherlands. Our separation from the government has
yielded many benefits. Since 1988, our operations have
become increasingly more efficient and customer-oriented.
And without disproportionally increasing our fees.
We have always remained within or below the allowed
index-linking.”
Smooth and Safe
“Our mission is to smoothly and safely guide every ship
into and out of the Dutch ports,” continues Van Dijk. “In
2012, our 450 pilots did this approximately 85,000 times.
And like previous years, no ship has needed to wait on a
pilot. Unless operations could of course not be continued
due to safety concerns. But we are by no means the link
which causes the logistics chain to grind to a halt. We do
however bear in mind our surroundings and the interests
of residents, the environment etc. Our profession has an
explicit public component.”
In the logistics chain, there is a clear trend toward more and
better cooperation. The pilots therefore frequently consult
with all relevant parties - including terminal operators such
as ECT. “Take the exchange of vessels alongside the quay:
one ship departs, the next immediately takes its place. This
can offer important added value for ECT. But it does require
good coordination. Everything in the supply chain depends
on data exchange, also in a broader sense. We for example
gladly share our nautical know-how for new port develop­
ments, both in the Netherlands and elsewhere in the world.”
Wind Force 10
A smooth sea, a pleasant sun and beautiful Dutch skies:
many associate this romantic image with the work of a pilot.
In reality, working conditions can however be extremely
tough. Van Dijk: “We are also on-call in wind force ten.
Believe me, when a helicopter puts you on board a ship
at full sea in those conditions you will know it; exciting
for sure.” Dutch pilots are therefore explicitly selected and
trained to act correctly in all circumstances. After graduating
from maritime college, they must all gain substantial
experience as a mate or master at sea. More than one year
of additional training at higher vocational level is next
required before anyone actually becomes a pilot. “Of course,
a beginning pilot starts out on the smallest vessels. Over
the course of ten years, they can next move on to the largest
giants.” In addition, there are separate specialisations such
as piloting the deepest-draught vessels which navigate
the Eurogeul channel in Rotterdam. “Additional simulation
trainings are for example also staged in Rotterdam for the
accompaniment of container vessels of 300 metres,
350 metres, 375 metres and 400 metres,” says the foreman
of the pilots. “By the way, everything is relative. Guiding a
100-metre long ship into a narrow port basin near the city
is every bit as challenging as helping a 400-metre long
container ship to moor at ECT. This is what makes our
profession so wonderful and varied. It is paramount for
‘We Never disappoint
our Customers’
‘Our expertise as pilots
will always remain necessary’
14

15. a pilot to be alert at all times. The moment you climb that
pilot ladder, it’s up to you together with the bridge team
to get the job done.”
Even Better Accessible
With the future in mind, the pilots are currently substantially
investing in new equipment. The construction of three pilot
vessels and a number of tenders requires an investment
of 110 million euros. Especially the replacement of the pilot
vessels from which pilots are taken to and from sea-going
vessels off the Dutch coast 24/7 is unique. Van Dijk: “Such
replacements are only made once every thirty years. The
ships are specifically tailored to our needs. The design is such
that they can continue operating in significantly higher
wave heights than before. As a result, the Dutch ports are
even better accessible in bad weather. The first new pilot
vessel - the Polaris - is now already proving this in practice
off the coast of Rotterdam. The other two vessels will
be commissioned in respectively September 2013 and
September 2014.”
The pilots are looking to the more distant future as well.
Van Dijk: “It is commonly expected that cars will be capable
of automatic driving in the future. Will the same be the case
for ships? We do not know. The sea-going ships that are
currently being built will last for approximately twenty
years and are not ready for this. But developments never
stop. Who had heard of a bow thruster 25 years ago?
Combined with the stern thruster, this has drastically
increased the manoeuvrability of a ship. Providing there
are no heavy winds or storms, that is. Additional measures
and our expertise as pilots will always remain necessary.
After all, each situation on the water is different.”
Eric van Dijk: “Since 1988, our operations have become increasingly more efficient and customer-oriented.”
15

16. Sustainable
Star Quest
Since May 2013, ECT is one of 31 companies in
the Netherlands with a Lean and Green Star for
demonstrably reducing CO2 emissions by more
than twenty percent within five years. For Director
Technology and Engineering Jan Waas this first
Lean and Green Star is just the beginning though:
“For 2018, ECT is striving for an additional
CO2 reduction of twenty percent. Attention for
sustainability is an integral part of our service
provision.”
Hundreds of companies in the Netherlands are already
participating in the Lean and Green programme, developed
by the independent public-private network ‘Connekt’ to
promote sustainability in the logistics sector. Participants
include transport companies, logistics service providers
and inland terminals, but also various large shippers such
as Bavaria, Coca Cola, Heineken, Mars, Rockwool, etc.
At present, 319 companies have been awarded the so-called
Lean and Green Award. Through a plan of action, winners
of this award vow to reduce their CO2 emission by at least
twenty percent over a five-year period whilst at the same
time boosting their own efficiency. For participation,
commitment is definitely a prerequisite. Before an award
is presented, the independent research organisation TNO
critically assesses the feasibility of each plan.
From Award to Star
ECT was awarded the Lean and Green Award in November
2010. Now, not even three years later, the proposed CO2
reduction of twenty percent has already been achieved.
Along with 30 other trailblazing companies in the
Netherlands, ECT therefore is the proud recipient of a first
Lean and Green Star. The CO2 reduction was mainly achieved
through the implementation of smart measures targeting
equipment, so says Director Jan Waas. A start/stop system
on the Automated Guided Vehicles (AGVs), the use of variable
revs on both AGVs and straddle carriers, lights which
automatically switch off when idle, the introduction of LED
lighting and more. “We have made tremendous progress.
The efforts for CO2 reduction fit in perfectly with ECT’s
constant pursuit of innovation. What’s more, the issue of
sustainability is truly alive within the company. Initially
there was some scepticism as to which improvements
could possibly still be achieved. But there is always room
for improvement. In the meantime, saving energy and
reducing CO2 have become integral parts of our daily
operations and people within the organisation also
continuously present new ideas and initiatives.”
Open to New Developments
Waas is clear: ECT will now start working towards a second
Lean and Green Star. The aim is to reduce CO2 emissions by
“The efforts for
16

17. another twenty percent in 2018. The potential is definitely
there. “A lot of new equipment will be delivered to us in the
coming period. The hybrid AGVs which will be commissioned
in phases at the ECT Delta Terminal from late 2013 are
substantially cleaner than the current vehicles. But all other
new equipment will also be fully tweaked for minimal
energy consumption and CO2 emission before we take them
into operation.” For the future, ECT is furthermore examining
alternative energy sources such as the use of wind turbines,
fuel cells and induction-based powering. Waas: “ECT is
always open to new developments. With new technologies
on the horizon, it for example might be possible for us in
the future to equip the AGVs with once again substantially
smaller engines, thus further reducing fuel consumption
and CO2 emissions.”
Also in Germany
In the meantime, the Lean and Green programme of Connekt
is unabatedly continuing to expand its scope. After the
success in the Netherlands, the programme has now also
been introduced in Belgium and Italy through sister
CO2 reduction fit in perfectly with ECT’s constant pursuit of innovation.”
‘The issue of sustainability is truly
alive within the company. There is
always room for improvement’
organisations. Germany will be added to the fold in
September 2013. But new developments are occurring in
the Netherlands as well. Through Lean and Green Barge,
shippers are encouraged to consolidate their container
flows and transport them together by water rather than
by road. The Personal Mobility Award aims to stimulate
companies to make their employee mobility more sustainable.
As the second-largest provider of collective bus transport in
the Netherlands, ECT is of course also fully in the running
for this new Lean and Green development.
17

18. Drewry Study:
Cost Benefits of Rotterdam -
Southern Germany routings
For their highly comprehensive study, Drewry compared the
routes from Asia (Shanghai, Singapore) via Rotterdam and
the North German ports to five different inland
destinations: Munich, Leipzig and Frankfurt in Germany,
Vienna in Austria and Basel in Switzerland. The study
focused on six different cargo types, each of which have
their own specific characteristics: fashion accessories,
apparel, furnishings, electronics, toys and organic chemicals.
Drewry’s Senior Advisor David Charlesworth: “In our
in-depth and independent analysis we have taken into
account all relevant transport modes: ocean services, rail,
barge and road connections, as well as supply chain factors
like inventory and safety stock plus customs-related issues
such as VAT payment.”
Cost Benefits
The Drewry study divided the costs on the various defined
routes into four different supply chain factors (see chart with
the example of a 40-foot container with fashion goods).
Charlesworth: “Interestingly the study shows the
importance of looking beyond pure logistics transport costs
when assessing routings. Dependent on customers’ specific
arrangements for VAT payment and fiscal representation,
a large driver of cost differences is related to the ability to
defer VAT payments in the Netherlands. In Germany, a fiscal
representative will have to pay VAT within fourteen days of
arrival in the port and is refunded later. As VAT typically
involves large amounts, this potentially has a significant
impact on a company’s cash flow. Together with the interest
costs this makes a serious difference. Fiscal efficiency in
routing is therefore highly important for imports, although
it is strongly dependent on the precise arrangements of
each customer.”
Elsewhere in logistics costs, the differences in port terminal
handling charges are in favour of Rotterdam. The study also
reveals that the actual charge for an intermodal move varies
“The findings of the Drewry study are promising,” says Paul Ham, General
Manager Business Development at ECT. “We believe Rotterdam has an
advantage for large parts of Germany; for southern Germany and Austria we
can more than match the North German ports. The Drewry study shows that
on the routes to, for example, Munich and Vienna, Rotterdam is definitely
competitive. Our European Gateway Services network furthermore allows
us to offer customers a guaranteed hinterland product with currently three
direct rail shuttles to southern Germany a week. And we will definitely
increase frequencies to keep up with growing volumes. Companies with
cargo to and from southern Germany or Austria therefore have ample reason
to seriously consider Rotterdam for both inbound and outbound volumes!”
Satisfied with Outcome Drewry Study
European Gateway Services offers customers competitive services to southern Germany.
18

19. ECT is bringing the attractiveness of using European Gateway
Services on the route between Rotterdam and southern
Germany to the attention of potential customers in various
ways. This goes beyond just fine words. World-renowned
Drewry Supply Chain Advisors has been commissioned to
conduct an independent study to check the benefits of routing
via Rotterdam compared with the North German ports on a
total supply chain basis.
significantly between intermediaries and direct operators.
Whilst the average costs were broadly similar dependent on
distance, there were large variations around these averages.
Whilst Drewry points out that every supply chain is unique
to its owner, their overall research conclusions are clear.
“When considering the entire supply chain, Rotterdam can
be competitive to other North European ports by offering its
customers intermodal rail and barge connections through
European Gateway Services to southern Germany. Munich
in southern Germany and Vienna in Austria are more or less
comparable in terms of rail distance and transit times from
Rotterdam and the North German ports. Rotterdam
therefore has concrete opportunities in large parts of the
market in southern Germany. The fundamentals are
absolutely not against ECT.”
Reliable and Flexible
Rotterdam also has the highest number of ocean services
with first call transit times faster than those going to
German ports, which is an advantage. However based on
feedback obtained during the study, Drewry believes that
shippers on the routes attach more value to reliability and
flexibility than purely to transit times. “When unreliability
results in loss of sales, the lost revenue and profit margin
are much higher for the shipper than the gains achieved
through a reduction in transit time of one or two days,”
says Charlesworth. “If sales are lost, the entire value of the
container content can in principle be lost. Longer transit
times only affect the working capital interest cost which
involves relatively marginal amounts. For high-value
cargoes or just-in-time production processes, transit times
however become a greater factor of importance again.”
Drewry recommend checking reliability of cargo routing
rather than just pure transit times and notes the importance
of offering intermodal services at least three times a week
to retain competitive flexibility. Drewry furthermore notices
a strong silo mentality in the market. Or, in other words:
many parties have the tendency to by definition move
German cargo via German ports. “To change this,
alternatives such as European Gateway Services must
continuously be brought to the attention of head and
regional offices, also in Asia.”
The Barge Option
The Drewry report pays separate attention to inland
shipping via the Rhine River. “This is truly a USP for
Rotterdam compared to German ports,” says Charlesworth.
According to Drewry, longer distance barge traffic with its
greater transit times is best suited to cargoes with more
predictable, stable demand patterns and safety stocks
that are not too costly. The report concludes that the entire
German Rhine corridor from the Ruhr area (Duisburg,
Dortmund, Cologne, etc.), through Central Germany
(Mannheim, Karlsruhe, etc.) up to Basel in Switzerland can
effectively be served trimodally via Rotterdam. “Trimodal
operations are an opportunity, but one which is especially
rewarded when careful advanced planning of shipments
can be practiced between modes.”
intermodal rail difference Rotterdam – North German ports
(€ per 40ft box with fashion goods)
Munich Leipzig Frankfurt Vienna Basel
Logistics 33 -139 97 56 49
Customs 284 284 284 284 284
Inventory 26 1 26 26 40
Safety Stock 2 2 2 2 2
Total 346 148 410 368 375
Source: Drewry Supply Chain Advisors
19

20. ‘Extended Gate
really stands out’
From its branch in Ratingen near Düsseldorf, DHL Global
Forwarding serves a wide range of customers, particularly
from the German state of North Rhine-Westphalia.
For both their imports and exports Rotterdam is the most
important port. Using ECT’s DeCeTe inland terminal in
Duisburg makes this transport even easier and greener.
Says Daniel Wirtz, Customer Service Manager Ocean Freight
at DHL Global Forwarding: “For many customers, the fact
that cargo from Rotterdam can travel to Duisburg without
customs documents is a real revelation.”
On a yearly basis DHL Global Forwarding’s Ratingen
operation handles almost twenty percent of the German
ocean freight for customers. Three quarters of that constitutes
import, the remaining quarter is export. Around 60 to
70 percent of this cargo is channelled via Rotterdam,
estimates Daniel Wirtz. “Rotterdam is the closest sea port
for North Rhine-Westphalia, after all.” The customers of
DHL Global Forwarding in Ratingen are active in numerous
different sectors. “As elsewhere in Germany, the automotive
sector is a major player in North Rhine-Westphalia,
particularly suppliers,” says Wirtz. “In addition we also
serve retail customers, the fashion industry – Düsseldorf
is a fashion capital – healthcare companies and, to a lesser
extent, the chemicals sector.” There are other cargo flows as
well, but these are channelled via other DHL subsidiaries,
such as DHL Inland Logistic, DHL Supply Chain and DHL
Freight. “But obviously we work closely together.”
DeCeTe for Rail and Barge
DHL Global Forwarding’s core business is to organise
worldwide ocean and air transport for its customers, including
temporary storage and final distribution if required. Wirtz:
“Here in Ratingen we have our own warehouse, but we also
make use of third parties.” In the logistics chain, ECT’s inland
terminal DeCeTe has for years also been a reliable partner; the
inland terminal in Duisburg offers daily barge and rail
connections to and from Rotterdam. For DHL Global
Forwarding, that’s a major plus. Wirtz: “With our GoGreen
program we are committed to minimizing the impact of our
business on the environment and contribute to environmental
protection worldwide. We’re increasingly seeing customers
coming round to that same way of thinking. DeCeTe helps
to realise this goal. Depending on the desired delivery date,
we actively promote rail and barge to our customers. Rail, for
example, is only fractionally slower than road. And of course
the use of rail and barge offers a cost advantage.” Around
50 percent of DHL Global Forwarding’s cargo flow to and
from Rotterdam now goes via rail and barge, estimates the
Customer Service Manager Ocean Freight. “The potential to
do more is there,” he says. “Using these modalities is still a
real novelty for some of our customers.”
The cooperation between DHL Global Forwarding and DeCeTe
embraces more than just transport alone. Wirtz: “Some of our
import accounts run entirely via DeCeTe, including temporary
storage and final distribution on demand from the inland
terminal. And for export we also for example make use of a
packaging centre that’s located right next to the terminal.”
DHL was recently the first company to test a new type
of container: the Tworty Box. This innovation enables
two 20-foot containers to be easily converted into
a standard 40-foot container. That way container
­management becomes even more flexible and effective.
Empty positioning caused by the imbalance of supply and
demand for 20- and 40-foot containers can be further
reduced. For more information: www.tworty.com.
DHL tests Tworty Box
20

21. Enthusiastic about Extended Gate
Wirtz becomes really enthusiastic when he talks about the
added possibilities DeCeTe has to offer as an extended gate
within ECT’s European Gateway Services network. “De facto
it amounts to the creation of one huge imaginary bonded
customs warehouse between Rotterdam and Duisburg,” he
enthuses. “As a result we don’t need to contact a customs
agent in Rotterdam to take care of customs formalities for
containers arriving at ECT’s deepsea terminals. No T1
document is required; after discharging from the deepsea
vessel the containers can simply go through direct.
DHL Global Forwarding points out the possibilities of the
extended gate proposition to all its customers. Some of them
however still need time to get used to this innovative way
of operating and remain a little hesitant. “For many
companies the fact that cargo from Rotterdam can travel to
Duisburg without customs documents is a real revelation.
For several of our larger accounts however we already use
DeCeTe as an extended gate for 95 percent of their
incoming containers.”
VAT Advantages
For customers of DHL Global Forwarding in North Rhine-
Westphalia, importing via Rotterdam has yet another major
advantage. Thanks to the principle of fiscal representation,
no value added tax is due in advance on cargo arriving in
the Dutch sea port - as it would be in Germany. Instead,
settlement occurs afterwards. “For both us and the customer
that’s a major additional plus,” says Wirtz. “We can do more
for the customer, because we have less to do with credit
limitation agreements. After all, VAT constitutes a major
item.” Right now for approximately 50 percent of all the
cargo flows directed by DHL Global Forwarding via Rotterdam
optimal use is made of this VAT advantage. “So we’ve still
quite some more customers who could benefit from this.”
Thanks to the principle of fiscal representation,
no value added tax is due in advance
Subsequently we can take care of the customs clearance in
Duisburg ourselves. It saves time and money, both for us
and for the customer.” Wirtz brands the DeCeTe extended
gate proposition and the accompanying cross border customs
licence as truly distinctive. “It really stands out. When I
first got to know it, I was surprised at the options it offers.”
“Some of our import accounts run entirely via DeCeTe, including temporary storage and final distribution on demand from the inland terminal.”
21

22. High-level
Transport
Planning
For nine months Bart van Riessen
worked as an intern in the European
Gateway Services department at the
ECT Delta Terminal. During this period
he developed a mathematical model
for optimal synchromodal planning
as part of his double master’s degree
(see box). Based on the variables of
on-time delivery (or mathematically
accepting a penalty), transit costs,
handling costs, different routes,
available capacity and emissions,
this model can be implemented in
day-to-day operations and for strategic
planning. Tactically the model
enables the calculation of the optimal
frequency of services between the
various terminals. Not only that, but
within the framework of a synchro­
modal approach the model is also able
to show at which point it becomes
attractive to switch modalities en
route. Van Riessen: “Within the
exisiting tariff structure, improved
cargo consolidation can be achieved
via intermediate container transfers.
However if we succeed in adapting
the tariff structure, such as
additional handling costs, more to
synchromodal planning the options
will further increase. These are
decisions at a strategic level.”
Operational Implications
Van Riessen’s study also took in the
level of operations. More specifically,
he looked at how best to respond in
the event of delays in hinterland
transport, assuming a fixed timetable
and the presence of containers ready
to be shipped. “What is the best course
of action, for example, when a barge
has a six-hour delay? Do you only
reschedule the containers that are
delayed - and switch them to other
modalities - or do you seek to make
a full update of your transport
planning?” Using Van Riessen’s model
one can see the impact not only of a
premature or delayed departure of
a particular modality, but also the
impact when an entire trip is cancelled.
“Malfunctions have the most relevance
for high-frequency services,” says
Van Riessen of his findings.
“The cancellation of one of European
Gateway Services’ own hinterland
services turns out to have the greatest
overall impact; partly because it
necessitates trucking of large amounts
of cargo.” As such Van Riessen’s study
offers valuable insights from which
European Gateway Services planners
can benefit and act on, should the
need arise.
Progressive
The newly graduated Van Riessen
has since returned to Rotterdam’s
Erasmus University as a researcher.
“The organisation of hinterland
transport represents the challenge
for Rotterdam in the future,” he says.
“The battle will be between the old
ways of thinking - ‘I want transport’ -
and a new way: ‘I’m looking for a
service that ensures that my container
is available at its hinterland
destination at a required time’. With
its European Gateway Services ECT is
very progressive in making the change­
over. That’s why I’m pleased that
alongside my work at the Erasmus
University I’ll be working for ECT
again from mid-September 2013.”
European Gateway Services aims to provide the best product possible. That involves putting the
customer first but also benefits from the insights offered by academic research. In the first quarter
of 2013 Bart van Riessen completed a master’s degree at two different universities with his thesis
on ‘Planning of hinterland transport in the European Gateway Services Network’.
Bart van Riessen achieved his master’s degree at the
Erasmus University of Rotterdam for a specialisation in
econometrics – Operations Research and Quantitative
Logistics – and at the Delft University of Technology for
a specialisation in the field of mechanical engineering:
Transportation Engineering & Logistics.
Master’s Degree for Two Different Studies
22

23. Barge entrepreneur Wilco Ooms’ ideas about a more sustainable inland shipping
sector gradually started to take shape whilst navigating the rivers with his first ship.
The ultimate result is the Semper Fi: the first hybrid container barge in the world.
The Semper Fi was commissioned at the end of 2012 and is currently maintaining a
twice-weekly service between Rotterdam and Venlo near the Dutch – German border
for European Gateway Services by order of Danser Containerline.
Why a new type of barge?
“I was looking for something new,
something better. Step by step
I started to develop my ideas and
present them to potential partners.
Intuition has always played an
important role in the inland
navigation sector. I however wanted
to scientifically substantiate
everything to ensure I was heading
in the right direction. First, I designed
a new, more aerodynamic hull for
the Semper Fi which I had tested by
MARIN (Maritime Research Institute
Netherlands, ed.). For the propulsion,
I approached the company Veth.
My starting point was that I wanted
a barge with truck engines; euro 6,
of course. After extensive research
and engineering, Veth devised a hybrid
system with two diesel-direct and two
diesel-electric motors with associated
generators and electric motors.
In daily practice, just one of those
diesel-electric engines will often
suffice. According to the sailing profile
of my first vessel, I run stationary for
30 percent of the time and only require
80 percent or more of the maximum
engine power less than 10 percent
of the time. With the electric motor,
we also generate the power for the
standard 52 reefer connections on
board and of course for our daily lives.
I do not require shore power.”
In what ways does the Semper Fi
distinguish itself?
“From the moment the Semper Fi
was commissioned we conducted
measurements for seven months.
These have shown that we
consume 18 percent less fuel than
a conventional ship. Moreover, our
emissions are way down: 83 percent
less nitrogen oxides (NOx), 99 percent
less hydrocarbon (hc), 85 percent less
carbon monoxide (CO) and 93 percent
less particulate matter (PM).”
And what next?
“I am glad that I have been able to
demonstrate that a sustainable vision
and economics can indeed go hand
in hand. With the Semper Fi, we are
further confirming the position of
inland shipping as the cleanest mode
of transport. Danser Containerline has
realised this and has chartered our
vessel for a longer period. I wonder
if any end users will also arise who
truly want to opt for the Semper Fi
for the sustainable transport of their
cargo.”
Watch the Video!
See more of the Semper Fi on the free
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Me and My Vessel
About the Semper Fi
The casco of the Semper Fi was
constructed in Romania and the ship
was further finalised in the Netherlands.
The Semper Fi made its first trial run
in November 2012.
Length 110 m
width 11.4 m
Draught 3.96 m
TEU capacity 204
Reefer Plugs 52
Crew The skipper himself, aided full-
time by his wife + two crew members
Loop Rotterdam - TCT Venlo vv twice
weekly
23

24. The actual
temperature can easily
be read on the control
units of the reefers.
Upon arrival, the service technicians
of Delta Reefer Care immediately
connect the reefers to the power
grid. At the same time, they check whether
a container is functioning properly and
inspect for any damage. They of course also
swiftly disconnect the reefers again upon
departure.
Through Wi-Fi handhelds,
the correct temperature of
each reefer is always available
in real-time. Orders for connecting or
disconnecting reefers are communicated
wirelessly in the same manner.
At its three deepsea terminals,
ECT has numerous dedicated
reefer stacks which combined
offer 5800 reefer plugs.
With a fleet of 25 specially
prepared cars, the 100
service technicians of Delta Reefer Care
check whether the connected reefers are
properly working every eight hours. Small
repairs (plugs, cables, etc) are carried out
on the spot. More substantial repairs
are carried out in consultation with the
shipping line in question.
Behind the Scenes
Delta Reefer Care is a reefer service-oriented company. At the ECT Delta Terminal, Euromax Terminal
Rotterdam and ECT City Terminal, Delta Reefer Care sees to it that each reefer container is optimally
cared for 24/7.