ROTTERDAM CONTAINER +17%

In the first nine months of the port of Rotterdam handled 8.4 million TEUs, 17% more than the same period last year. The overall handling of the airport has increased by 13.4% to 321 million tonnes. Growth was slightly higher than expected, driven by a revival of European exports.

Very impressive.... driving around there makes you think you are in some alien world.

Impressive numbers from the Port of Rotterdam for the year 2010 were released yesterday. With a new all time record the by far largest port in Europe has completely recovered from the crisis. A lot of the growth is driven by the German economic recovery, which is always a very important factor for the North Sea Ports. :)

Some interesting articles about this development:
(all articles and additional information can be found on http://www.portofrotterdam.com/en/Pages/default.aspx)


Date 12/30/2010
Source Port of Rotterdam Authority ©

Port of Rotterdam emerges stronger from crisis

In 2010, cargo throughput in the port of Rotterdam rose to 430 million tonnes. This is 11.1 % more than in 2009 and 2.1% more than in the previous record year 2008.

Imports increased by 12% to 306 million tonnes, while exports rose by 9% to 124 million tonnes. Bulk was up by 11%, likewise containers/breakbulk. Coal throughput fell by almost 2 percent while agribulk remained stable. Other types of cargo showed an increase: ore and scrap (71%), other dry bulk (22%), crude oil (4%), mineral oil products (7%), other liquid bulk (8%), containers (12%), roll on/roll off (5%) and other general cargo (16%).

Hans Smits, Port of Rotterdam Authority CEO: “This result is above expectations. Record throughput by the port while the Port of Rotterdam Authority invested a record sum of €460 million. This year throughput was particularly stimulated by the 15% growth in world trade and the flourishing German economy. In 2011, government cutbacks will be more strongly felt throughout Europe. On the other hand, Rotterdam will continue to feel and pass on the heartbeat of the world economy. I am therefore cautiously optimistic about throughput which I expect to grow by 2 to 3 percent to around 440 million tonnes”.

Dry bulk
The total throughput of dry bulk cargo increased by almost 28% to 85 million tonnes.
Coal throughput fell by 1.7% to 24 million tonnes. Steam coal consumption decreased due to a decline in energy demand due to the economic downturn and low natural gas prices. In addition, stocks built up in 2009 were eaten into. Throughput of cokes coal, around 40% of coal imports into Rotterdam, rose in parallel with the increasing trend in steel production. In 2011, an increase in coal throughput up to 25-26 million tonnes is realistic because stocks have been reduced. Structurally, coal remains a growth product as a result of the mine closures in Germany.

Ore and scrap throughput leapt by +71% to almost 40 million tonnes once again. Demand for steel showed a strong increase largely due to German automobile manufacturers. Furthermore, extra ore imports were required for the – temporary – production of steel slabs by ThyssenKrupp for the United States. In the fourth quarter, throughput was lower due to high stock levels and temporary capacity reductions at steel plants. Expectations for 2011 are moderately positive. Despite rises in the price of raw materials, a slight increase in the production of iron and steel is expected. Consequently, a cautious prediction of a maximum throughput of 41 million tonnes is possible.

Other dry bulk cargo (minerals, ore concentrates, building materials) increased by over 22% to 12.5 million tonnes. This is 4% higher than the level before the crisis. The most important consumers in this sector – the chemical and metal industries – recovered well. The third major consumer, the building sector, is late cyclical and for the time being continues to generate little demand. Because recovery of the steel sector is also uncertain, little growth is expected in 2011 in throughput of other dry bulk cargo.
Throughput of agribulk (grains, oil seeds, derivatives) remained stable at 8.4 million tonnes. The European 2009-2010 harvest year was good and this always places pressure on imports via Rotterdam. The 2010-2011 harvest year is considerably lower and this had the immediate effect of stimulating imports in the last quarter of 2010. On the other hand, the ADM crushing plant imported less soy from overseas due to imports of rapeseed from the European hinterland.

Liquid bulk
The throughput volume of liquid bulk rose by just under 6% to 209 million tonnes. Imports of crude oil increased by 4% to 100 million tonnes, the level of 2008. Demand for oil products in Western Europe suffered from the crisis and led to either closure or reduced production of less efficient refineries in Northern France and Northern Germany. This was to the advantage of the larger and more flexible refineries in Rotterdam. As a result, they were able to maintain a good position in the increasingly global competitive struggle.

Imports of oil products rose by 1% to almost 43 million tonnes, exports by 15% to just over 34 million tonnes. In total, a record throughput of 77 million tonnes (+7%) was (once again) achieved. This sector has been growing enormously for some ten years now. In the first quarter of 2009 in particular, stocks from floating storage were decreased due to rising prices (contango effect) and the recovering economy. Much use was also made of geographic price differences (arbitrage). Arbitrage also attracts Russian products to Rotterdam, particularly fuel oil and gas oil (diesel). In Rotterdam, blending is done to specification for Asia in particular. Furthermore, since VLCCs often become available in Rotterdam after discharging crude oil, the return transport is relatively cheap.

Throughput of other liquid bulk increased by just under 8% to almost 32 million tonnes. The most important reason for this is the increase in production of around 5% by the European chemical industry. In addition, many stocks were replenished at the beginning of this year and exports showed strong growth. Imports of vegetable oils, especially palm oil, slightly declined. Exports remained stable. Throughput of biofuels (biodiesel, ethanol and ETBE) has not yet succeeded in achieving an upward trend. Ethanol imports from Brazil fell, in favour of the United States and European countries. However, exports increased, particularly to the UK. On balance, ethanol throughput showed a slight decline. The UK is also the most important destination for biodiesel which showed a substantial downturn in throughput.

Containers and breakbulk
Handling of containers improved by almost 12% in comparison with last year and at 112 million tonnes was once again the most important cargo category in Rotterdam. Growth in TEU (Twenty foot Equivalent Units) was back to “normal” increases this year (Rotterdam is also an empty container hub): up 14% to 11.1 million TEU. Rotterdam further expanded its position in the quantitatively biggest trade route, that between Europe and Asia. More and more ships of steadily increasing size are being used on this route and these are able to call at Rotterdam more easily than at competing ports. Transhipment (directly related to deepsea ships) of cargo heading for the Baltic region also did well. Other transhipment regions are declining: the UK/Ireland as a result of competition from the English ports, while Spain/Portugal is showing a geographic shift. However, throughput of intra-European containers, ‘shortsea’, to these regions is increasing once again: a small increase to the UK, a substantial increase to the Iberian peninsula and a very strong increase to Russia.

The roll-on / roll-off sector in Rotterdam is virtually entirely focused on the British market where the economy is still slowly recovering. This limited the growth of ferry services to 7% and a throughput of 17 million tonnes. This sector is still 6% below the level of 2008 while financial margins are too low. An endeavour is being made to boost these by rationalization (fewer sailings but with larger vessels, the takeover of Norfolkline by DFDS).

The other general cargo sector made up for its loss in 2009 exactly with a 16% profit.
The 7 million tonne cargo consists of the growth products steel and project cargo, paper and wood products, metals (aluminium, copper etc.), automobiles and fruit. This year, the port area used for handling breakbulk was effectively increased by 26 hectares.




Date 12/30/2010
Source Port of Rotterdam Authority ©

The port of Rotterdam is in a good position, but growth does not happen all by itself

“With the rapid recovery of its cargo throughput, a strong increase in its market share and the large-scale investment in Maasvlakte 2 and the existing port area, the port of Rotterdam is in a good position. But if we want the mainport to continue to play its role as engine of the national and European economies, we need to push ahead in a number of areas in the coming year. The problems do not lie in the port’s hardware, its physical infrastructure. This is largely a technical matter and can therefore be solved. The big challenge is the software, the sense of urgency and the willingness to solve problems creatively”, according to Hans Smits, Port of Rotterdam Authority CEO, at the presentation of the 2010 throughput figures.

Hans Smits compares the economic growth and flexibility of countries such as China, India and Brazil with that of Europe and observes that Europe is structurally lagging behind. “Countries with the closest bonds with the rest of the world through industry, export and trade, such as Germany and the Netherlands, are still doing best. We need to strengthen what we are good in. Where we are concerned, this means for example that we have to optimize logistic processes in the coming year in order to transport cargo more efficiently and cleanly.”

“The new Dutch cabinet is fully aware of the importance of the economy and the port of Rotterdam”, says Hans Smits. “Expectations are high and these expectations have to be fulfilled next year.” The Port of Rotterdam Authority’s wish list comprises five concrete points:

The choice of a route for an extra tunnel under the Nieuwe Waterweg to combat the traffic bottlenecks on the ring-road around Rotterdam, including agreements on financing and management. The Port of Rotterdam Authority is keen to play a pioneering role in this project in order to ensure that the tunnel is ready in 2018.

Changes in regulations governing storage of CO2, so as to enable a large-scale pilot project to get started. Since we will remain significantly dependent on fossil fuels in the next 50 years, large-scale capture and storage of CO2 will be necessary.
Changes in legislation and regulations in order to speed up procedures, while at the same time maintaining the current meticulous care. This concerns zoning plan procedures and umbrella permits within the framework of the Environmental Management Act and the Nature Conservation Act.

Timely construction of a third railway line in Germany between Emmerich and Oberhausen so as to ensure that optimum use can be made of the Betuwe Line as a transport artery.

Rapid construction of a mega wind turbine park on the sea defences of Maasvlakte 2.
Hans Smits announced that the Port of Rotterdam Authority would present a ‘draft Port Vision 2030’ in March, looking at the long-term development of the port: “Our report will by no means be a blueprint. We will be very pleased to discuss the draft concept with all stakeholders and parties, with the ultimate aim of achieving a sound, flexible vision of the desired development of the port in its environment.”

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The Netherlands doesn't have any of its own rockland. Where the hell dose Rotterdam steal all of it's stockpile of rocks and boulders from...Asia, Africa, Norway?

I don't know, guess from Norway?

From the North in Hoek van Holland to the harbour entrance with the Maasvlakte. View on different powerplants under cnstruction.

Vandaag met tegenlicht vanaf het strand van Hoek van Holland.

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The stones come from the german port of Andernach along the Rhine.
A port that reached record throughput last year because of this.

As I see Berge Stahl is now discharging in Rotterdam...
Can anyone tell me if Berge Stahl will be still in the port on Friday morning?

Major expansion Rolls-Royce
Thursday March 10, Rolls-Royce has opened its newly expanded and modernised Marine Service Centre in the Port of Rotterdam.
The facility, located in Pernis, originally opened in 2001, and has undergone a major expansion programme, including a doubling of maintenance workshop space to 1,500 square meters and the modernisation of equipment used in the servicing marine products. The facility serves a variety of customers from the commercial and offshore sectors, as well as the Royal Dutch Navy. It can repair and overhaul the full range of Rolls-Royce diesel and gas engines, thrusters, steering gear and propellers. Rolls-Royce engineers also carry out servicing and repairs on board vessels and in some cases essential maintenance takes place underwater, minimising the need to dry dock vessels. The Rolls-Royce facility employs 70 people, an increase from 50 just two years ago. In addition to the management of servicing and maintenance throughout Europe, the facility is also a regional centre for marketing and sales of the extensive range of Rolls-Royce marine products.
Date 3/14/2011 - Source Port of Rotterdam Authority © Source: Rolls-Royce, 11-03-2011


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Forty percent more space for DFDS
DFDS Seaways extends its terminal in Vlaardingen, on the north bank of the Rotterdam port area, with 3.5 hectare to 12 hectare on an adjacent terrain along the Vulcaanhaven basin. The first phase will be available in April, the second in July. Besides more trailers, some 40,000 containers per year can be handled. So far some 300,000 trailers per year were handled in Vlaardingen. Mid 2010, DFDS acquired Norfolkline and late that year it concentrated the ferry services in Vlaardingen. From the perspective of road traffic, this terminal is situated where the port area begins, favourably situated for relevant markets. DFDS runs services with Immingham and Felixstowe.
Date 3/15/2011 Source Miscellaneous © Sources: Nieuwsblad Transport 04-03-2011 and ikv Nieuws, November 2010


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Wreck of Cornelia Maersk recovered
Anchor, propeller and boiler brought to surface. Recently, contractor PUMA was commissioned by the Port of Rotterdam Authority to start work on recovering the wreck of the Cornelia Maersk. This is a Danish steamship that was bombed and sank in 1942 on its way from Rotterdam to Copenhagen. The shipwreck lay at a depth of between 10 and 17 metres in one of the future docks of Maasvlakte 2, the port of Rotterdam expansion. So that work could continue on the construction of the new docks, which will be up to 20 metres deep, PUMA brought the wreckage to the surface in small pieces using a backhoe. Recently, boilers were discovered in this way. Preparations for the removal of the remains from the Cornelia Maersk started as early as 2009. Then, the decision was made to commence work after the land for the container terminals and the soft sea defences had been created. This provides more shelter from the beating waves and swell. On detailed survey images, three sections of the ship turned out to be visible: a section of the fore, nave and stern of the ship.

Poor condition
The wreck was dredged free in the summer of 2010 using a suction dredger. It was then blown free of sand. After this, the condition of the wreck was ascertained by an underwater inspection. It proved to be in a very state. Very little of the nave was still intact. For this reason, PUMA recovered the shipwreck in small pieces using a backhoe. It has now been almost completely removed. Following consultation, the best remains of the Cornelia Maersk will be made available to Maersk, the former owner of the ship, and information centre FutureLand. Artist Marcel van Eeden was loaned two portholes in connection with the exhibition of his work in the art gallery in Sankt Gallen, Switzerland from 19 February to 8 May. The rest of the ship will be taken to a recognised processor.

About the Cornelia Maersk
The Danish SS Cornelia Maersk was launched on 17 April 1925 from the F. Schichau shipyard in Elbing, Germany, nowadays Elblag in Poland. On 5 January 1942, the steamship Cornelia Maersk was bombed on its way from Rotterdam to Copenhagen. It was hit by two bombs. A rescue operation failed and the ship sank. Unconfirmed sources from the time reported that the ship floated about five nautical miles south-westwards before sinking in the area where Maasvlakte 2 is now being built. There were no casualties. The Cornelia Maersk had a dead weight of 3,150 tonnes, was 85.43 m long, 12.19 m wide and had a prow of 6.51 m. The ship was flying the Danish flag.

Marcel van Eeden
Every year, the Port of Rotterdam, together with the Netherlands Museum of Photography and SKOR (Foundation for Art and Public Space), commissions a photographer, film maker or visual artist to record the construction of Maasvlakte 2. Last year, that was artist Marcel van Eeden. He took the sinking of the Cornelia Maersk as starting point for a series of drawings. (Zie http://www.marcelvaneeden.nl/cm/). Together these form a story which is a personal interpretation of the events which led to the ship’s demise. From the beginning of September 2009 to 19 January 2010, a new drawing by Van Eeden could be seen every day. From 22 May to 4 July 2010, the Netherlands Museum of Photography exhibited the whole series of drawings. They are all available now on his website. From 19 February to 8 May, his exhibition, including the two portholes from the Cornelia Maersk, can be seen in the art gallery in Sankt Gallen, Switzerland.
Date 2/28/2011 Source Port of Rotterdam Authority ©

More info on te Cornelia Maersk (http://www.portofrotterdam.com/en/News/pressreleases-news/Pages/wreck-cornelia-maersk-recovered.aspx)

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great picture^^^it's good to be seen how enormous this expesion actually becomes.

Port Authority presents strategy for long-term development

“Coming 20 years marked by growth and transition”

The port of Rotterdam will grow in the coming 20 years and, at the same time, experience a number of structural changes. “The refining and chemical industry are on the threshold of a transition to more bio-based production, energy will be generated more cleanly in 2030 and from a wider variety of sources, and the container will become increasingly important in transport”, according to Port Authority CEO, Hans Smits. “In order to be able to handle these containers problem-free, transport must become more efficient and a network of logistic hubs will have to be developed both at home and abroad. Our ambition is for the port to be the global leader in 2030 when it comes to efficiency and sustainability.”

The Port Authority bases these statements on a study into the long-term development of the port and industrial complex. Smits envisages a healthy future for both the logistics and industrial side of the port. “These two reinforce one another. In our view, the port will be a combination of what we call a Global Hub and Europe’s Industrial Cluster in 2030. The Global Hub stands for the hub for goods within Europe and between Europe and other continents. This involves types of cargo already present in Rotterdam, such as containers and oil products, but also new ones like LNG, biomass and CO2. The port of Rotterdam can strengthen its position as the most important European hub for goods if it uses the opportunities well and, most importantly, if we and the logistics sector manage to organise transport more cleverly and efficiently.” That mainly concerns the development of the container sector, in which the volumes will at least double in the coming twenty years, and perhaps even triple.

Global competition
In the oil and chemical sector, it is not the other ports of Northwest Europe that form the competition, but production locations in Houston, Singapore and increasingly often in the Middle and Far East. “If we want to make sure that Rotterdam also has a vital petrochemical cluster in 2030, we must ensure that the industry here can compete at that global level. That calls for an increase in efficiency and that, in turn, necessitates strong links between companies in Rotterdam and Antwerp. Industry in the region can then function as one integrated complex. Transition to more bio-based production is needed so that we can prepare ourselves for the post-crude oil era.”
The port will also have an important role to play in ensuring the availability of energy. Whilst 15% of Dutch electricity is currently generated in Rotterdam, that will be 25% in 2030. Smits: “But that must be done more sustainably, therefore with carbon capture and storage, and also on the basis of biomass and LNG. In this way, the port serves as an axis in energy security for the Netherlands and Northwest Europe.”

Sustainability
An emphatic aim of the vision is the sustainable development of the port. Take, for instance, the aim to make sure that supply chains which pass through Rotterdam are the most efficient in the world and, partly as a result of this, have the lowest ecological footprint per tonne kilometre. In the coming decades, industry will experience a transition to increased production of second-generation biofuels and the development of a bio-based chemical industry. This will involve the application of algae and enzyme technology, among other things. Energy production will become less dependent on fossil fuels due to the use of biomass, wind and solar energy. Coal will still be needed for energy security, but climate change will be countered through the capture of carbon at power stations. Hans Smits: “Growth is the best stimulus for development and innovation. That’s why I am convinced that a transition to a more sustainable port and growth go hand in hand.”
Naturally, port development is taking place within the boundaries of the law and the regulations. On top of this, the Draft Port Vision states that the main causes of annoyance for people in the surrounding area must be tackled.

Tempo
In the Draft Port Vision, the Port Authority explains that, on the basis of the current forecasts, it will not need a Maasvlakte 3 in 2030, despite the increase in economic activity. The port must then be cleaner, quieter and safer. Through pro-active, dynamic traffic management and the construction of the Blankenburg Tunnel and the A4-Zuid in particular, traffic jams could be seriously reduced. Shipping traffic will proceed more efficiently. The port will provide (both directly and indirectly) around 25,000 more jobs than now, on average calling for a higher level of training. And the international business sector will invest some € 25 to € 35 billion in the area during the next twenty years. But that will not all happen as a matter of course. Hans Smits is particularly concerned, considering the (global) competition, about the organisational capability and the speed at which the Netherlands can respond to opportunities and threats: “Innovation is sorely needed, both the large-scale application of new technologies and the smarter and more vigorous organisation of decision making. There is also a dire need for modification and a serious simplification of the rules. The speed with which we in this country achieve things must increase dramatically.” In order to monitor achievement, the Draft Port Vision has an implementation agenda, the progress of which will be reported annually.

Accessibility
The biggest bottleneck for realizing the Port Vision is, according to Hans Smits, the accessibility of the region: “I refuse to accept that we won’t be able to prevent traffic congestion in ten years. First of all, we must make better use of the road network by applying traffic management. To this end, the Traffic Management Company for the A15 motorway must be given much more of a say when it comes to regulating traffic. Secondly, the State must re-prioritise and free up money for projects such as the Blankenburg Tunnel and the A4-Zuid. Thirdly, I suggest that we introduce road pricing in this region. That is used all over the world as a good way of reducing road traffic and distributing it better throughout the day.”

Value for the Netherlands plc
The port van Rotterdam is of great importance for the Netherlands. The current economic importance can be expressed in (in)direct added value of € 22.2 billion (3.3% of GNP) and (in)direct employment for 145,000 persons. In addition, there is a strategic value, which consists primarily of the contribution to international accessibility and consequently the strengthening of the Netherlands as a trading nation. The internationally prominent companies in the port make high demands on their suppliers. As a result, companies outside the port also have access to these top-quality services. In 2010, 430 million tonnes of cargo were handled in the port. In the Draft Port Vision, the Port Authority anticipates throughput of between 675 and 750 million tonnes in 2030 and an increase in (indirect) employment of some 25,000 jobs.

Design
The Port of Rotterdam Authority wrote the Draft Port Vision 2030. The municipality of Rotterdam shared in the thought process and cooperated fully. Various ministries and Deltalinqs also contributed ideas. There were discussions with knowledge institutes such as the Netherlands Bureau for Economic Policy Analysis (CPB), a large number of companies in the port, users of the port, the Environmental Protection Agency Rijnmond (DCMR) and a number of nature and environmental organisations. Finally, during a series of meetings, discussions were held about the future of the port with residents from surrounding municipalities. The version being presented now is a draft. In the period between the end of May – beginning of July 2011, the Port Authority will be organising a broad-based discussion with clients, authorities and social organisations on the Port Compass, with the aim of streamlining the vision. The idea is for Rotterdam municipal council to adopt the Port Vision 2030 at the end of 2011.

At www.portofrotterdam.com/portcompass, you can find the full Draft Port Vision 2030 (at this moment only in Dutch, within about two weeks also in English) and an interactive version.

link to article (http://www.portofrotterdam.com/en/News/pressreleases-news/Pages/port-rotterdam-authority-presents-strategy-long-term-development-port.aspx)

Date 5/19/2011
Source Port of Rotterdam Authority ©


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Steel resumes the thread
This year, the Port of Rotterdam Authority expects the throughput of steel to almost return to the level of 2008 again. That year, the crisis was already felt and handling of steel declined to 3.8 million tonnes as compared to 4.2 million tonnes in 2007. Throughput slumped to 1.7 million tons in 2009, but grew again to 2.9 million tonnes in 2010. In the running year, Jouke Schaap, head of the breakbulk department, expects the Rotterdam terminals to handle 3.5 million tons of steel.

The expansion of the handling capacity for steel from 4.5 to 12.5 million tonnes was just finalised in 2009. The crisis has delayed the targets of the steel strategy with some two years. Mr. Schaap expects the capacity to be fully utilised in five to then years. The global trend of specialisation in production, stimulates the transport of steel. Moreover, the mainly Asian producers are relatively new in the European market and therefore open to other than the well known logistical patterns. This offers chances to less traditional ports such as Rotterdam.
Source: www.breakbulk.com.


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Vopak to increase tank capacity by 500,000 m3
Tank storage company Vopak is to get more than 500,000 m3 of new tank capacity in the port of Rotterdam. This will further strengthen the company’s position as market leader. During the presentation of the financial results for the first quarter of 2011, Vopak announced that there was little leeway in terms of increasing the utilization of the current capacity or improving efficiency. The main way to get better results was to increase the capacity.

At the Europoort terminal, one of the largest in the world for mineral oil products, with a capacity of 3.3 million m3, four tanks with a joint capacity of 160,000 m3 are under construction. At the Maasvlakte Oil Terminal (MOT), 360,000 m3 of capacity is reaching completion. Although Vopak is one of the six shareholders in the MOT, the new capacity will be completely at its disposal.

With the current 4.5 million m3 of storage capacity in 39 tanks, each containing 112.000 m3, the MOT was already thought to be the world’s biggest reception terminal for crude oil. Originally, two more of these massive terminals were planned for the Maasvlakte. Due to the oil crises, the mood changed from unbridled optimism to a certain pessimism; there would never be a need for extra capacity again. After close on forty years, the mood changed again to realistic optimism. Less North Sea oil is being shipped in and increasing volumes of crude oil are being imported from further afield (Russia, Middle East, Central Asia via Turkey, Africa). The tankers used for this purpose are much larger than the shuttle vessels used for the North Sea. In addition, more blending needs to be done than with the ‘ideal’ North Sea oil, due to the widely varying quality. Added to this, there is an emerging need for handling and storage capacity for Russian crude oil destined for other continents. From Russia they use relatively small ships (draught restrictions in Baltic). Over long distances, particularly to Asia, it is cheaper to use very large tankers. Rotterdam is the ideal hub for this. The planned Tankterminal Europoort West can satisfy this need.
Date 5/3/2011
Source Port of Rotterdam Authority ©


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Wilmar and Huntsman in natural alcohol plant
Huntsman and Wilmar concluded a Memorandum of Understanding for Wilmar to build a natural alcohol plant at Huntsman s chemical site in Rotterdam Rozenburg. The plant will be owned and operated by Wilmar and to supply natural alcohols to Huntsman as a feedstock. Market sources state that it is for the first time since 1968 that such a plant will be built in Europe. The choice for the Netherlands/Rotterdam is said to be made because of the, thanks to the market liberalization, attractive price and availability of gas and the cluster advantages at and with Huntsman. The facility is scheduled to come on stream by 2013. The project is subject to receipt of the relevant permits and regulatory approvals.

Wilmar already operates a palm oil refinery in Rotterdam Pernis. It strives to strengthen its foothold in Europe, including for bio-based chemicals such as natural alcohol. Wilmar is one of Asia s leading agri-commodities companies and one of the world s largest oleochemicals businesses. The Group is amongst the largest listed companies by market capitalization on the Singapore Exchange and one of Asia s leading agribusiness groups. Its business activities include oil palm cultivation, oilseeds crushing, edible oils refining, sugar, specialty fats, oleo chemicals and biodiesel manufacturing and grains processing. Wilmar has over 300 manufacturing plants and an extensive distribution network covering China, India, Indonesia and some 50 other countries to support a well established processing and merchandising business. Wilmar also manufactures and distributes fertilizers and owns a fleet of vessels. The Group employs more than 88,000 people. More: www.wilmar-international.com

Huntsman is a global manufacturer and marketer of differentiated chemicals. Its operating companies manufacture products for a variety of global industries, including chemicals, plastics, automotive, aviation, textiles, footwear, paints and coatings, construction, technology, agriculture, health care, detergent, personal care, furniture, appliances and packaging. Originally known for pioneering innovations in packaging and, later, for rapid and integrated growth in petrochemicals, Huntsman today has approximately 12,000 employees and operates from multiple locations worldwide. The Company had 2010 revenues of over $9 billion. More: www.huntsman.com
Souce: Huntsman/Wilmar, 10-05-2011

Pictures of the Maasvlakte I and of the Maasvlakte II land reclamation project by @Momo1435



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Picture by: Loodswezen Rotterdam Rijnmond

Link to website (http://www.wsvdeput.nl/Put/images/stories/maasvlakte%202.jpg)

http://upload.wikimedia.org/wikipedia/commons/e/e0/The_arrival_of_King_Charles_II_of_England_in_Rotterdam%2C_may_24_1660_%28Lieve_Pietersz._Verschuier%2C_1665%29.jpg


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The arrival of King Charles II of England in Rotterdam, May 24 1660 (Lieve Pietersz. Verschuier, 1665).

Amsterdam 28 February 1803(1803-02-28): purchased by the Rijksmuseum Amsterdam, Amsterdam

Source: Wiki Commons (http://commons.wikimedia.org/wiki/File:The_arrival_of_King_Charles_II_of_England_in_Rotterdam,_may_24_1660_(Lieve_Pietersz._Verschuier,_1665).jpg)

Some pics I made today from the Euromast since there were two cruiseships in the harbour.

02-06-2011

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http://www.skyscrapers.nl/rdam/110602_009.jpg

http://www.maasvlakte2.com/uploads/luchtfoto_juli_2011.png

Website Maasvlakte II project (http://www.maasvlakte2.com/en/index/)

http://www.portofrotterdam.com/SiteCollectionImages/mv2_luchtfoto_jul%202011.jpg
Picture Dick sellenraad, July 2011

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Argos tank terminal to grow by a third
The Rotterdam-based oil company Argos Oil intends expanding its tank terminal in Pernis next year by 200,000 m3 to 850,000 m3. If the planning permit procedures and construction of the 12 tanks proceed according to plan, the capacity can be operational in the course of 2013. Clients, especially oil traders, have taken options on a large part of the new capacity already. Argos still has sufficient space to expand the capacity further to about 1.5 million cubic metres. The group foresees a growth of the supply of refined oil products like gas oil, naphtha and petrol, mainly from the Middle East.

Wave of tanks
The project fits in the expansion wave of the Rotterdam tank storage sector of the past few years. Vopak, VTTI, Service Terminal Rotterdam, Odfjell, Caldic, Rubis Terminal, Botlek Tank Terminal, MOT and Koole together have added a couple of million cubic metres during the past years or are still working on doing so. The procedure for the allocation of land for the entirely new Tank terminal Europoort West(http://www.portofrotterdam.com/en/Business/liquid-bulk/Pages/TEW.aspx) is in full swing. The expansions concern all segments: crude oil, oil products, chemicals, bio-fuels and edible oils and fats. In total Rotterdam will end up with almost 30 million cubic metres of tank capacity, more than any other port in the world.

Source: Nieuwsblad Transport, 15-04-2011


First quay section gets wet
Last week, first deep sea quay wall section, of 250 meters, at Maasvlakte 2 has been dredged free from sand. In the beginning of may, contractor PUMA started to dredge the first basin of the new port area. The first section of 500 meters will be delivered to the port of Rotterdam Authority in October. The quay will be used by vessels used for port construction until the first container vessels moor, as is expected, in 2013.

The concrete quay walls of the furure container terminal of Rotterdam World Gateway (RWG) are constructed in terrain that was raised with a sand-water-slurry. Now, after completion of the quay wall, the sand is extracted from the water side by the cutter ‘Zuiderklip’. This sand is used to raise other terrains at Maasvlakte 2 further. Within three weeks, 500 meters of quay wall will be wet and the water itself will be deepened further. Eventually, the Maasvlakte 2 docks will be 20 meters deep.

Source: Port of Rotterdam Authority, 20-06-2011

jaaa finito

http://www.eic-mainport.nl/wp-content/gallery/haven/2e-Maasvlakte-juni-2011-No.-3.jpg
www.eic-mainport.nl (http://www.eic-mainport.nl/wp-content/gallery/haven/2e-Maasvlakte-juni-2011-No.-3.jpg)

Have you seen on google there is allready a map of Massvlakte 2 :))

Does anyone of the forum users work at the port? ECT, APM ,EUROMAX? could need some help, from you guys

Nice aerial :) To give an impression; it spans about 10 kilometers from east to west. The container port quay on the left alone is 2.5 kilometers long. :)

The harbour of Rotterdam is awesome :cheers:
Click here (https://picasaweb.google.com/blaak90/Maasvlakte091011#) for some pics made by MB90 on the Dutch Road forum (This is also why the texts under the pics are in Dutch). This is the route, the road already goes partially over the 2e Maasvlakte!
http://i55.tinypic.com/mkixyt.jpg

Summa in $1Bln Rotterdam Oil Terminal
(http://www.themoscowtimes.com/business/article/summa-in-1bln-european-oil-terminal/445993.html)21 October 2011
By Howard Amos and Anatoly Medetsky

Denis Sinyakov / Reuters
New port facilities in Rotterdam to be finished in 2015 will receive ice-class shuttle tankers carrying Urals crude.
President Dmitry Medvedev and Dutch Prime Minister Mark Rutte oversaw the signing of a $1 billion deal in Moscow on Thursday that sees oligarch-owned Summa Group take a controlling stake in a consortium to build a new oil facility in the port of Rotterdam.

The agreement provides a new outlet for Russian oil in Europe, and executives expressed hope that the new open-hub terminal will create a trading platform for Urals crude, the Russian oil benchmark.

Brent is the dominant international oil benchmark, through which two-thirds of the world's crude is priced. Urals closely tracks the price of Brent, but trades at a discount.

"We hope that by creating an open market, both physically and administratively, it will be possible to reduce this discount," Alexander Vinokurov, vice president of Summa Group, told reporters. "We are counting on a long-term partnership that will be as profitable for our company as the Russian Federation, the Netherlands and the European Union."

The 3 million cubic meters of storage provided by the terminal, scheduled for completion in 2015, will give the port of Rotterdam the capacity to re-export crude oil and refined oil products, said port president Hans Smits.

Summa Group, controlled by Ziyavudin Magomedev, whose fortune Forbes estimates at $750 million, will take a 75 percent stake in Shtandart, a company specially created to build the oil terminal. Dutch company VTTI, jointly owned by Swiss-based oil trader Vitol and state-controlled Malaysian shipping outfit MISC Berhad, will take the remaining 25 percent.

The port of Rotterdam has an annual trade turnover of 430 million tons, of which oil makes up 100 million tons. The new facility, called Tank Terminal Europort West, will occupy a 50-hectare site, one of the last big plots available within the port itself.

Russia exported 56.6 million tons of crude and 26.8 million tons of oil products to the Netherlands in 2010, according to data provided by the Kremlin.

The new project will increase the port's annual capacity for crude to 2 million tons of crude and 600,000 to 700,000 tons of oil products, Magomedev said, Reuters reported. Building work will be partially financed by loans.

[..]



Read more: http://www.themoscowtimes.com/business/article/summa-in-1bln-european-oil-terminal/445993.html#ixzz1bOy9C0Nc
The Moscow Times

Room for Cargill and Rubis

Date 12/22/2011 - Source Port of Rotterdam Authority ©

Cargill and Rubis Terminals have signed a lease agreement with the Port of Rotterdam Authority for the expansion of their site by 2.8 and 4.4 hectares respectively. The site, on Welplaatweg, is currently leased by their joint ‘neighbour’ Evonik. This company will have ceased all operations by the end of 2012 and will hand over the (cleaned-up) site afterwards. That will be in 2013.

In addition to the site expansion, agreement was also reached on deepening Cargill’s sea jetty by 3.5 metres to -/- 15.20 metres NAP (New Amsterdam Water Level). This is possible by moving various mooring facilities ‘outside’. This project will be completed in the final quarter of 2012. For the time being, Rubis is looking into expanding its jetty capacity for both ocean and inland shipping.

Intensification
The Botlek area, built in the 1950s, is virtually full. It is becoming more cramped on the water too, due to the increased size of ocean-going ships and inland vessels. At the same time, the Port Authority wants to facilitate economic growth by creating more handling capacity. It is therefore continually redeveloping and investing through and in:

•re-allocation following business discontinuation as now with the Evonik site, also (earlier) to neighbour Rubis that replaced HRT/Matrans (?), BTT tank storage in place of dry bulk silos, etc.
•construction of space-saving quays such as for Odfjell, and the filling in of ports, such as for BTT.
•filling up open (option) sites, such as now by Bertschi and EBS, for example.
•modification of the infrastructure, such as laying and rerouting pipelines, roads and railway lines.
Companies

Since the takeover of the refinery of margarine manufacturer Brinkers in 1984, Cargill has been operating from the Botlek. The plant refines, fractionates and hardens tropical vegetable oils. Since the start, production capacity has been increased sevenfold to over a million tonnes. At the expansion location, Cargill plans the gradual expansion of the current refinery (product expansion). The proposed investments will also lead to greater cost efficiency.

Rubis Terminal Rotterdam is part of the French Rubis Terminal, the largest independent tank storage company in France. The terminal in Rotterdam has been operating since 2008 and stores both chemical and oil products. The expansion on the Evonik site will enable Rubis to almost double its storage capacity to a total capacity of 350,000 m3.

Slight increase in throughput in Port of Rotterdam

12/29/2011 - Port of Rotterdam Authority ©

Cargo throughput in the Port of Rotterdam increased by 0.8% in 2011 to 433 million tonnes; 3 million tonnes more than the previous record year, 2010. Supply grew by 0.8% to 308 million tonnes and distribution by 0.7% to 126 million tonnes. There was a decrease in throughput of iron ore and scrap (-6%), crude oil (-8%) and mineral oil products (-6%). More agribulk (+18%), coal (+12%), other dry bulk (+7%), other liquid bulk (+2%), containers (+10%), roll-on/roll-off (+4%) and other general cargo (+13%) were handled.

Hans Smits, Port of Rotterdam Authority CEO: “We are recording growth for the ninth time in ten years, in spite of the disappointing economy and the fall in growth of throughput since November in the port. This demonstrates the importance of ongoing investment in capacity and new activities, such as the storage of LNG and the production of bio-ethanol. The largest growth areas were transhipment of containers, coal and agribulk.

Throughput in the port is strongly-connected to developments in relevant world trade and German industrial production. On the basis of this, we expect to maintain the current level next year. In the second half of the year, I expect that we will have put the European confidence crisis behind us. Businesses and the Port Authority will continue investing in such things as Maasvlakte 2, container and tank terminals, because we also expect reasonable growth as from 2013”.

Dry bulk
The total quantity of dry bulk handled increased by 3% to 87 million tonnes.
Throughput of coal increased by 12% to 27 million tonnes. Closure of blast furnaces led to a reduction in demand for coking coal, and mine closures meant a further fall in German supplies. Demand for energy coal, 60% of Rotterdam’s total, remained under expectation for the first 9 months because of Germany’s use of much wind, solar and nuclear energy from France and the Czech Republic. Following the decision to disconnect the German nuclear power stations, demand for coal increased quickly and dramatically. A stabilisation in coal throughput is expected for next year.

The throughput of ore and scrap fell by 6% to 38 million tonnes. In the first half year, supply was poor because 2010 stores were being used. Distribution to the hinterland was at the usual level. In the second half of the year, steel production was scaled-down, including closure of blast furnaces in Liège, Florange and Eisenhüttenstadt. A further reduction is expected. The effect on throughput so far is limited because throughput towards the end of 2010 was also low because of high stores.

Other dry bulk (minerals, ore concentrates, construction materials) grew by 7% to 13 million tonnes. The largest users of this segment, the chemical and the metals industry, maintained a continued high level of production. The third large customer, the building sector, remained weak. Throughput of biomass increased by a few hundred thousand tonnes. Rotterdam now has an approximate 30% share in the Western-European import of wood pellets. An exceptional amount of (grit) salt was imported in 2011.

Throughput of agribulk (grain, oil seeds, derivatives) increased by 18% to 10 million tonnes. The disappointing European rape seed and wheat crop, in combination with a Russian export ban in the first six months, resulted in increases in imports by sea. The temporary reduction of import tariffs on food grain also contributed to this. Also important was the start of the Abengoa bio-ethanol factory, for which, just by sea, 600,000 tonnes of grain had already been supplied. An unknown quantity arrived by train from the European hinterland.

Liquid bulk
The throughput volume of liquid bulk fell by 6% to 179 million tonnes. Supply of crude oil dropped by 8% to 92 million tonnes. Refinery production is low because of high oil prices and low demand for products in Northwest Europe. The minimal to negative refinery margin resulted some of the major repairs being transferred to this year. This meant that imports fell to an historically low level.

Supply of oil products shrank by 3% to 42 million tonnes, distribution by 10% to 31 million tonnes. In total 73 million tonnes (-6%) was handled. The reduction is mainly attributed to the, relatively unique, release of floating storage in 2010. This concerned a lot of gas oil/diesel. Supply of fuel oil, in volume the largest product, increased slightly. In contrast, paraffin imports and petrol exports fell.

The throughput of other liquid bulk increased slightly, by 1% to 32 million tonnes. The European chemical industry grew slightly, with a decline towards the end of the year. In the bulk chemical sector, more methanol was handled, both incoming and outgoing. High prices resulted in a reduction in palm oil imports. The import of rape seed oil (from France and Canada) increased because of the disappointing German crop. Throughput of biofuels decreased, mainly because of the decline in Brazilian bio-ethanol production.

Containers and breakbulk
Container-handling improved by 10% compared to last year. Growth in units from 20 foot was more than 6% to 11.9 million TEU. The difference indicates that fewer empty containers were handled. Rotterdam further expanded its position in the quantitatively largest trade, that between Europe and Asia. On this route increasingly more 10,000 – 15,000 TEU vessels are being used, which are able to enter more easily here than at competitor ports. Also, the transhipment directly linked to deep-sea vessels, especially those for the Baltics, continued to perform well. Throughput of intra-European containers, short-sea, grew slightly.

The roll-on/roll-off sector in Rotterdam focuses almost entirely on the British market, where the economy is seeing modest growth. This limited the growth in ferry services to 4% and throughput to a tight 18 million tonnes. Financial margins remain paper-thin, not least because of tough competition, also within Rotterdam.

Other general cargo continued to grow, this year by 13%. The tight 8 million tonnes of cargo comprises the growth products, steel, metals (aluminium, copper etc.) and project cargo including paper and wood products, cars and fruit. The latter product is now being supplied largely by container.

Enclosure: Cargo throughput in the Port of Rotterdam, January – December 2010 and 2011 (provisional) (http://www.portofrotterdam.com/SiteCollectionDocuments/overslag_eng_4e_kwart_2011.pdf)

More information
Facts and figures (http://www.portofrotterdam.com/en/Business/about-the-port/Pages/facts-figures.aspx)

Link to webpage and more links (http://www.portofrotterdam.com/en/News/pressreleases-news/Pages/slight-increase-throughput-port-rotterdam.aspx)

Amazing city!
Amazing Port!
and Amazing Pics!

Traffic evolution in the last years in port of Rotterdam:


http://www.informare.it/news/gennews/2012/photo/20120202.gif
http://www.informare.it/news/gennews/2012/20120202-porto-Rotterdam-dati-definitivi-traffico-2011.asp

National Geographic Megastructures Port Of Rotterdam


47 Minute video :)

http://www.youtube.com/watch?v=xDkwnExxr80&feature=related

http://www.maasvlakte2.com/cache/abfb992c4be5f4b07a968624237bb822.jpeg
www.maasvlakte2.com (http://www.maasvlakte2.com/cache/abfb992c4be5f4b07a968624237bb822.jpeg) - Aerial pic of January 2012.

http://www.schuttevaer.nl/indeximages/artikelen_fotos_6182_800.jpg
www.schuttevaer.nl (http://www.schuttevaer.nl/indeximages/artikelen_fotos_6182_800.jpg) - Quai construction

Largest bulk carrier ever to visit the Port of Rotterdam

01-02-2012

Recently, the Port of Rotterdam welcomed the Vale Rio de Janeiro, the largest bulk carrier ever to visit Rotterdam. The vessel transports iron ore and has a load capacity of 400,000 t and a maximum depth of 23 m. The ship was commissioned last year. Brazilian iron ore multinational Vale plans to build nineteen of these vessels, setting a new standard for iron ore transport by sea.

The Vale Rio takes the place of the Berge Stahl, which used to be the largest dry bulk carrier of the port of Rotterdam with a load capacity of 365,000 t. This vessel has been sailing from Ponta de Madeira to Rotterdam for 25 years, but is currently at the dock for repairs after which it will sail between the Netherlands and Brazil for another five years.

Below a Dutch video about the Vale Rio de Janeiro made by RTV Rijnmond.

>>>> Youtube <<<< (http://www.youtube.com/watch?feature=player_embedded&v=2nFGySNiEbw)


http://photos.marinetraffic.com/ais/showphoto.aspx?photoid=682077
www.photos.marinetraffic.com (http://photos.marinetraffic.com/ais/showphoto.aspx?photoid=682077)


MV Vale Rio de Janeiro, owned by the Brazilian mining company Vale, is the world's largest very large ore carrier and a sister ship of MV Vale Brasil. Designed to carry iron ore from Brazil to Asia (primer market China) along the Cape route around South Africa, she is the second of seven 400,000-tonne very large ore carriers (VLOC) ordered by Vale from Daewoo Shipbuilding & Marine Engineering in South Korea and twelve from Jiangsu Rongsheng Heavy Industries in China. While close to the specifications of Chinamax, these ships are generally referred to as Valemax vessels by Vale.

The overall length of the Vale Rio de Janeiro is 362.0 metres (1,187.7 ft), making her the largest bulk carrier in the world. The breadth and depth of her hull are 65.0 metres (213.3 ft) and 30.4 metres (99.7 ft), respectively, giving her a gross tonnage of 198,980.

The Vale Rio de Janeiro has seven cargo holds with a combined gross volume of 219,980 cubic metres and net tonnage of 67,993. Her deadweight tonnage is 402,347 tons. When carrying a full load of iron ore, equal to around 11,150 trucks,[8] her draught is 23 metres (75.5 ft). Like other very large ore carriers of her size, the Vale Brasil is limited to only a few deepwater ports in Brazil, Europe and China.

As of October 2011, Vale plans to set up a transhipment project off Subic bay. In addition to bringing in many more jobs for locals, this is expected to boost other industries in Subic bay, and put Philippines on the world map of Iron ore shipments. It is also expected to boost local industries like travel, hotels ship supplies and provisions.

The Vale Rio de Janeiro is propelled by a single MAN B&W 7S80ME-C8 two-stroke low-speed diesel engine directly coupled to a fixed-pitch propeller. The main engine, which has a maximum output of 29,260 kilowatts (39,240 hp) at 78 rpm, burns 96.7 tons of heavy fuel oil per day. However, due to the large size of the vessel the emissions per cargo ton-mile are very low, making the Vale Brasil in fact one of the most efficient long-distance dry bulk carriers in service, and for this reason the ship received the Clean Ship award of 2011 in the Norwegian shipping exhibition Nor-Shipping. Vale has reported 35 % drop in emissions per ton of cargo in comparison to older ships. Her service speed is 15.4 knots (28.5 km/h; 17.7 mph).

The Vale Rio de Janeiro is considerably larger than the previous record-holder, Berge Stahl, in every respect. Both her gross tonnage and deadweight tonnage are larger than those of the Norwegian ship, 175,720 and 364,767 tons, respectively. While the draught of both ships is the same, the Vale Rio de Janeiro is also 20 metres (65.6 ft) longer and 1.5 metres (4.9 ft) wider than the Berge Stahl. In addition the Vale Rio de Janeiro is larger and slightly longer than the four new 388,000-ton, 361-metre (1,184 ft) Chinamax bulk carriers Berge Bulk has ordered from China Shipbuilding Industry Corporation. Had the Vale Rio de Janeiro not been built, these ships would have become the largest bulk carriers in the world.

She is also the second largest ship currently in service by deadweight tonnage, second only to the TI class supertankers that have a deadweight tonnage of over 440,000 tons.

The Vale Rio de Janeiro would receive her first cargo at the Brazilian port Terminal Marítimo de Ponta da Madeira in October 2011 but the intended trips of this ship as well as her sister-ship MS Vale Brasil didn't go to China. The MV Vale Rio de Janeiro arrived in Rotterdam on 8 January, 2012. Although not confirmed by their owners there are problems in getting permission to enter Chinese ports with ships over 400.000 tonnes, even most of the Valemax ships are actually built in China.

Wiki-link (http://en.wikipedia.org/wiki/MV_Vale_Rio_de_Janeiro)

http://botlek.files.wordpress.com/2012/01/ff54559.jpg
www.botlek.files.wordpress.com (http://botlek.files.wordpress.com/2012/01/ff54559.jpg) - The Vale docked at the EECV terminal in Rotterdam Europoort.

Great posts!

I'd like to recommend B2Brazil.com (http://www.b2brazil.com). It's a global B2B marketplace promoting trade and transactions with Brazil.

B2Brazil provides a searchable online directory of Brazilian companies and their products and services, plus online resources and tools.

The Netherlands: Opening of Maasvlakte 2 New Beach Set for May 26 (http://www.dredgingtoday.com/2012/04/27/the-netherlands-opening-of-maasvlakte-2-new-beach-set-for-may-26/)

On Saturday 26 May, the first section of the new beach of Maasvlakte 2 will be opened.
The first part to be ready is the bathing beach in the south. The sport beach in the north will be open in November.
The first part of the new beach along Maasvlakte 2 will be ready for walking, swimming and sunbathing at the end of May 2012.
Temporary starting points are available here for sportspeople such as kite surfers until the entire beach is opened.

http://d1j01gsz6hg963.cloudfront.net/wp-content/uploads/2012/04/Opening-of-Maasvlakte-2-New-Beach-Set-for-May-26.jpg?2bf7cb

Great news, especially given the crisis.